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The  Scientific  American 
H  andbook  of  Travel 

With  Hints  for  the  Ocean  Voyage, 
for  European  Tours  and  a  Practical 
Guide  to  London  and  Paris 


Compiled  and  Edited  by 

Albert  A.  Hopkins 

Editor  of  The  Scientific 
American  Reference  Book 

500  Illustrations 


New  York  St^unn  &  Co.,  3!nc.,  publisher*  1911 


Copyright  1910 
By  MUNN  &  CO.,  Inc. 


Matter  Copyright 

1902,  1903,  1904,  1905,  1906,  190T,  1908,  1909 
by  Munn  &  Co. 

All  Rights  Reserved 

Right  of  Translation  Reserved 
Into  all  Languages  including  the  Scandinavian 


“  <©o,  little  booh,  <Sob  £end  tijee  good  passage, 
3lnb  especially  let  tbiji  be  tby  prayer 
2Into  them  all  that  tbee  mill  reab  or  beat, 
When  tbou  art  torong,  after  tbeir  help  to  call, 
(Cbee  to  correct  in  any  part  or  all.” 


PREFACE 


THERE  are  no  conditions  of  travel  in  which  a  few  general  hints 
as  to  how  to  adjust  one’s  self  to  surroundings  can  prove  so 
useful  as  on  a  sea  voyage,  and  it  is  with  the  object  of  preparing  the 
traveler  for  his  trip  by  telling  him  how  to  go,  how  much  it  will  cost, 
how  to  amuse  himself,  and  what  to  do  on  arrival  at  the  coveted 
shore,  that  this  book  has  been  written.  The  writer  believes  that 
by  giving  just  that  sort  of  information  which  he  himself  and  others 
of  his  acquaintance  have  wanted  to  know  on  various  trans-Atlantic 
voyages,  he  cannot  fail  to  meet  pretty  closely  the  needs  of  the 
average  voyager.  The  writer  also  hopes  that  the  information 
contained  in  this  volume  will  be  augmented  in  subsequent  editions 
by  the  voluntary  experience  of  its  readers, — an  addition  which 
cannot  fail  to  greatly  increase  the  value  of  the  book. 

It  may  interest  the  reader  to  know  that  many  hundreds  of 
pamphlets,  issued  by  various  transportation  companies  throughout 
the  world,  were  thrown  into  the  alembic  which  produced  this  slender 
volume — a  fact  which  will  give  the  reader  some  idea  of  the  difficulties 
which  are  entailed  in  editing  a  work  of  this  character.  Within 
the  last  two  or  three  years  steamship  and  railway  companies 
have  done  much  to  annihilate  space;  it  is  now  possible  to  make 
a  complete  circuit  of  the  earth  in  38  days,  or  less  than  one-half  the 
proverbial  80  days  of  Jules  Verne.  The  trip  has  been  made  from 
London  to  San  Francisco  in  something  less  than  ten  days.  It  is 
possible  to  leave  New  York  Wednesday  morning  and  reach  London 
Monday  night  in  time  to  connect  with  trains  which  land  passengers 
in  Paris  very  early  on  Tuesday  morning.  All  of  this  represents  sub¬ 
stantial  progress  in  transportation.  All  of  these  matters  are  re¬ 
ferred  to  in  the  appropriate  sections  of  this  book.  It  is  too  early  as 
yet  to  prophesy  what  may  be  done  in  aerial  transportation  of  pas¬ 
sengers,  but  from  the  various  schemes  which  have  been  proposed 
and  almost  carried  out,  it  is  possible  that  the  next  five  years  may 
see  important  developments  along  this  line. 


The  Editor  disclaims  any  responsibility  for  changes  in  times 
or  rates.  These  are  published  in  good  faith  for  what  they  are  worth, 
and  the  traveler  is  requested  to  write  freely  to  the  Editor  regarding 
any  statements  which  his  experience  may  have  shown  to  be  in¬ 
accurate. 

The  Editor’s  gratitude  is  due  to  Mr.  E.  Justice,  of  the  North 
German  Lloyd  Steamship  Company,  for  much  painstaking  care  and 
a  careful  reading  of  the  proof,  and  to  Mr.  L.  Weickum,  of  the  Ham- 
burg-American  Steamship  Company,  for  much  help  of  the  same 
character,  and  to  both  gentlemen  for  the  use  of  superb  collections 
of  steamship  pictures  numbering  thousands.  Special  photographs 
have  been  freely  used  without  reference  to  whether  the  names  of 
lines  were  mentioned  or  not,  the  sole  effort  being  to  show  what  a 
“Safer  Sea”  we  navigate  in.  The  present  volume  would  appear  dry 
without  this  aid.  Mr.  David  Lindsay,  of  the  International  Mer¬ 
cantile  Marine  Company,  has  also  furnished  photographs,  valuable 
tables,  traveler’s  vocabulary,  etc.  Beyond  this,  the  steamship 
companies  have  been  apathetic,  showing  a  lack  of  appreciation  of 
publicity  which  is  most  extraordinary  to  the  trained  newspaper  man. 
One  company  never  even  replied  to  repeated  and  courteous  letters 
requesting  information.  Nevertheless,  all  have  been  treated  im¬ 
partially.  The  American  Express  Company,  The  International 
Sleeping  Car  Company,  Thomas  Cook  &  Son,  have  also  co-operated 
and 'the  Editor  can  commend  their  absolutely  reliable  services.  No 
advertisements  of  any  description  are  permitted  in  this  edition  in 
order  to  avoid  even  any  suspicion  of  influence  for  editorial  mention. 
Names  are  only  mentioned  in  the  text  in  the  interest  of  the  traveler. 
The  references  to  specific  lines  or  boats  have  been  rendered  as  color¬ 
less  as  truth  would  permit. 

To  Mr.  A.  R.  Bond  of  the  Editorial  Staff  of  the  Scientific 
American,  the  writer  is  indebted  for  the  valuable  article  on  “Time,” 
also  for  the  preparation  of  the  article  on  the  “Ocean,  Navigation, 
Etc.”  Much  valuable  information  along  these  lines  has  been  ab¬ 
stracted  from  the  Encyclopedia  Americana,  for  which  our  thanks 
are  due.  For  revision  of  sections  of  the  work  thanks  are  also  ten¬ 
dered  to  three  or  four  score  officials  who  have  donated  their  work 
under  the  signature  of  the  impersonal  company. 

The  writer  is  also  indebted  to  Miss  Julia  E.  Elliott  for  valuable 
assistance  in  collating  and  editing;  to  Mr.  N.  L.  Stebbins,  for  views 
of  lightships,  lighthouses,  etc.  References  to  books  are  credited  in 


the  text,  particularly  to  the  valuable  book  by  Howden.  For  words 
and  music  of  national  anthems  the  writer  is  indebted  to  Charles  H. 
Ditson  &  Co.  and  the  Macmillan  Co.;  for  statistical  matter,  to  the 
New  York  World  and  the  Brooklyn  Eagle  Almanac. 

In  closing,  the  hope  is  expressed  that  this  little  book  will  make 
some  of  the  hours  of  the  trip  more  interesting,  and  that  the  informa¬ 
tion  concerning  Europe  will  prove  of  value,  particularly  as  regards 
economical  travel.  The  section  relating  to  London  is  by  a  trained 
correspondent  of  the  Scientific  American,  who  is  fully  competent 
to  treat  of  his  subject,  as  the  writer  can  testify  by  a  recent  visit  to 
that  city.  The  notes  on  Paris  and  Berlin  are  the  results  of  recent 
visits  to  these  capitals,  supplemented  in  the  case  of  Paris,  by  the 
notes  of  our  Paris  correspondent. 


New  York,  N.  Y.,  April  15,  1910 


A.  A.  H. 


CONTENTS 


Planning  the  Trip .  1 

The  Voyage .  9G 

The  Ship . 136 

Ocean  and  Navigation . 175 

Statistical  Information . 217 

The  Arrival . 269 

Railways . 295 

Tours . 331 

Hotels . 366 

Practical  Guide  to  London . 435 

Practical  Guide  to  Paris . 469 

Bibliography . 489 

Selected  Motor  and  Cycle  Tours . 495 


Index 


501 


PLANNING  THE  TRIP 


SEASON  AND  CLIMATE 


Some  parts  of  Europe  are  available 
for  tourist  purposes  at  all  times  of  the 
year.  Switzerland  has  its  winter 
sports  in  winter,  while  in  summer  it  is 
the  great  playground  of  Europe.  The 
summer  is  preferred  by  many  travel¬ 
ers,  as  then  England,  Ireland  and 
Scotland  are  at  their  best,  and  France, 
Belgium,  Holland  and  Germany  are 


whose  temperature  is  many  degrees 
cooler  than  the  outside  air.  Rome  can 
be  visited  with  impunity  at  any  sea¬ 
son  of  the  year,  but  at  night  walks 
near  the  Tiber  or  Colosseum  should 
be  avoided.  A  few  grains  of  quinine 
will  usually  drive  away  any  feeling  of 
fever.  The  water  in  Rome  is  excel¬ 
lent.  There  are  many  resorts  along 


THE  END  OF  PIER  FROM  THE  DECK 


also  most  attractive.  It  is  a  mistake 
to  think  that  Italy  cannot  be  visited 
in  summer,  as  many  thousands  go 
there  each  year  during  the  hottest 
season.  If  reasonable  care  is  used  to 
avoid  the  heat  of  the  day  between 
twelve  and  two,  there  is  little  danger 
to  health.  The  time  during  these 
hours  can  be  spent  in  the  galleries 


the  Italian  shore  such  as  the  Viareg- 
gio,  which  are  at  their  best  in  the 
early  spring — April,  May  or  June. 
The  Italian  lakes  are  particularly  de¬ 
lightful  in  July  and  August.  Venice 
is  not  always  as  pleasant  as  it  might 
be  in  the  summer,  as  the  motion  of 
the  tide  in  the  canals  is  not  always 
sufficient  to  render  them  entirely  odor- 


1 


2 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


less.  Holland  can  be  visited  at  any 
time  of  the  year,  as  can  also  Belgium, 
France  and  Germany.  Spain  is  apt  to 
be  very  hot  in  summer  and  should  be 
avoided  if  possible.  Russia  is  delight¬ 
ful  in  summer,  but  owing  to  the  great 
expense  of  reaching  it  the  number  of 
tourists  is  limited.  All  visitoi's  to 
Russia  must  have  a  passport  which 
must  be  viseed  by  the  nearest  Russian 
Consul  before  leaving  the  United 
States.  This  is  absolutely  essential. 
Travelers  who  are  going  to  make  a 
trip  around  the  world  usually  leave 
New  York  in  September  if  they  travel 
by  way  of  San  Francisco.  Norway 


order  to  benefit  their  health.  People 
who  are  ill  or  who  are  not  very  strong 
still  stick  to  the  sea  as  a  rest  and  air 
cure.  They  select  the  more  comforta¬ 
ble  liners,  however,  as  the  care  and 
attention  which  they  receive  seldom 
fails  to  benefit  their  health.  After 
fighting  the  sea  and  its  terrors  for 
thousands  of  years,  man  has  at  last 
succeeded  in  conquering  the  sea,  this 
wildest  and  most  unruly  of  Nature’s 
children.  Against  the  modern  iron  or 
steel  ship,  which  is  equipped  with 
every  measure  of  protection  that 
science  and  engineering  can  devise, 
the  sea  is  almost  powerless.  Smaller 


AU  REVOIR— WARPING  OUT 


and  Sweden  and  Denmark  should  be 
visited  in  summer  only.  Austria  is 
best  visited  in  the  spring  and  fall. 
The  Mediterranean  ports,  particularly 
'the  Riviera,  are  crowded  with  winter 
residents.  Monte  Carlo  is  perhaps  the 
most  beautiful  point  on  the  Riviera. 
Algeria  and  Morocco  and  Tunis  all 
have  their  share  of  winter  visitors, 
while  the  Holy  Land  and  Egypt  are 
visited  by  many  thousands.  The  great 
steamship  lines  run  each  winter 
specially  conducted  tours  to  Egypt 
and  the  Holy  Land,  reducing  the  cost 
of  transportation  very  materially. 

Formerly  many  persons  took  poor 
accommodations  on  sailing  ships  in 


vessels  and  sailing  craft  still  feel  its 
fury  occasionally,  it  is  true,  but  the 
enormous  ships  of  the  present  day 
forge  their  way  through  the  mighty 
ocean  at  high  speeds. 

Men  of  science  have  studied  and 
analyzed  the  curative  powers  of  the 
sea  and  have  awakened  an  understand¬ 
ing  and  appreciation  of  these  qualities 
in  ever  widening  circles  of  humanity. 
Increasing  interest  is  taken  by  the 
medical  world  and  the  general  public 
as  to  sea  trips  as  a  curative  remedy, 
which  is  due  to  a  large  extent  to  the 
improvements  introduced  in  naviga¬ 
tion  of  late  years.  The  accounts  of 


SCIENTIFIC  AMERICAN  HANDBOOK  OE  TRAVEL 


3 


the  dangers  of  ocean  trips  in  former 
times,  the  primitive  and  unhealthy  ac¬ 
commodations,  and  insufficient  cater¬ 
ing  on  board  of  ships  of  earlier  pe¬ 
riods  are  very  disquieting  to  intend¬ 
ing  travelers.  This  has  now,  however, 
ali  been  done  away  with,  so  that  the 
modem  steamers  of  to-day  have  so 
many  safety  devices,  and  the  perfec¬ 
tion  of  the  instruments  for  the  navi¬ 
gation  of  the  ship,  and  the  reliability 
of  the  charts,  the  number  of  light¬ 
houses,  have  been  brought  to  so  per¬ 
fect  a  standard  that  a  voyage  on  a 
modern  steamer  entails  less  danger 


atic,  exerts  a  beneficial  influence  on 
the  metabolic  assimilation  and  the  for¬ 
mation  of  the  blood.  Taking  it  all  in 
all,  sea  trips  are  very  strongly  recom¬ 
mended  as  important  hygienic  factors, 
and  the  development  of  all  that  con¬ 
tributes  to  their  facilitation  should  be 
greatly  appreciated,  especially  by  the 
medical  profession.  It  should  be  re¬ 
membered  that  the  air  of  the  high 
seas  is  the  purest  of  all,  and  that  there 
is  an  entire  absence  of  dust  and  germs. 
It  has  been  proved  that  at  a  distance 
of  seven  and  a  half  miles  from  land 
there  was  only  one  germ  for  40  litres 


THE  NEW 

The  lookouts  in  their  eyrie  sweep  the  horizon 
for  signs  of  danger. 

than  a  journey  by  train.  The  old  foul¬ 
smelling  state-rooms  of  thirty  years 
ago  have  given  place  to  clean,  spa¬ 
cious,  splendidly  ventilated  rooms 
where  there  is  not  a  suspicion  of  an 
odor  of  any  description,  even  in  in¬ 
side  rooms  on  the  lower  decks.  Su¬ 
perior  methods  of  keeping  food  have 
resulted  in  catering  which  is  equal  to 
that  of  the  very  finest  hotels.  The  sea 
air  is  most  invigorating,  especially  for 
those  suffering  from  insomnia  and 
nervous  troubles.  The  abundance  of 
sunshine,  especially  on  the  Southern 
seas,  in  the  Mediterranean  and  Adri- 


THE  OLD 

The  old-time  sailor  spent  much  time 
aloft  setting  sails 

of  sea  air,  and  at  a  distance  of  thirty 
miles,  only  one  germ  for  1522  litres  of 
sea  air,  and  beyond  that  limit  the  air 
was  practically  germless.  It  also 
follows  from  these  investigations  that 
a  complete  absence  of  dust  and  germs 
by  no  means  prevails  on  the  coast,  ajs 
is  generally  assumed.  The  invigorat¬ 
ing  effect  of  the  ocean  climate  is  based 
upon  a  good  many  qualities  which  vary 
not  only  according  to  the  locality  of 
the  particular  sea  and  the  season  of 
the  year,  but  also  have  a  different  ef¬ 
fect  upon  people  according  to  their 
particular  constitution.  There  is 


4 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


above  all  the  great  quantity  of  mois¬ 
ture  in  the  sea  air  which  facilitates 
breathing,  and  secondly  the  density  of 
the  atmosphere  which  acts  upon  the 
body  like  a  permanent  bath.  It  is  a 
well-known  fact  that  very  dry  air  irri¬ 
tates  the  respiratory  organs  and 
causes  inflammation  of  the  same,  and 
that  on  the  other  hand,  extremely 
moist  air  gives  rise  to  heavy  breath¬ 
ing,  whereas  if  a  normal  quantity  of 
vapor  is  contained  in  the  air,  breath¬ 
ing  becomes  easy.  The  sea  air  con¬ 
tains  a  considerable  percentage  of  salt, 
also  some  iodine  and  bromine,  and  a 
large  percentage  of  ozone. 

A  sea  trip  is  especially  recom¬ 
mended  for  diseases  of  the  respiratory 
organs,  i.  e.,  chronic  catarrhs  of  the 
mucous  membranes  of  the  mouth,-  the 
nose,  the  pharynx,  the  larynx,  the 
bronchia  and  the  lungs.  In  the  fresh 
sea  air  the  diseased  organs  can  recu¬ 
perate  and  recover  better  than  any¬ 
where  on  land.  Those  suffering  from 
tuberculosis,  however,  are  warned  by 
most  physicians  against  trying  a  sea 
trip.  The  best  authorities  recommend 
prolonged  sea  trips  only  in  cases  where 
there  is  only  a  danger  of  tuberculosis 
or  where  the  disease  has  come  to  a 
standstill  and  the  patient  is  otherwise 
strong  enough  to  make  a  sea  trip.  We 
have  already  referred  to  the  benefit 
which  a  sea  voyage  gives  in  nervous 
affections.  The  calming  influence 
which  is  exerted  on  the  patient  by  the 
view,  the  feeling  of  absolute  retire¬ 
ment  and  forced  absence  from  busi¬ 
ness  worries,  is  practically  a  cure  for 
a  whole  multitude  of  nervous  com¬ 
plaints. 

Those  who  suffer  with  diseases  of 
the  heart  were  formerly  warned  by 


their  physicians  against  making  sea 
voyages,  but  according  to  recent  ex¬ 
perience,  the  sea  trip  cure  is  recom¬ 
mended  for  a  number  of  diseases  of 
the  heart,  particularly  for  those  who 
suffer  from  a  so-called  heart  neuro¬ 
sis,  also  from  weakness  of  the  cardiac 
muscle  and  valvular  defects.  Sea 
trips  are  also  recommended  for  pa¬ 
tients  recovering  from  typhoid  fever, 
scarlet  fever,  measles,  puerperal  fever, 
pleurisy,  inflammation  of  the  lungs, 
malaria,  and  in  fact  for  all  persons 
who  are  weak  and  anaemic.  Any  rep¬ 
utable  physician  is  qualified  to  give 
advice  on  the  subject  of  sea  cures,  and 
any  special  treatments  which  should 
be  taken.  There  is  so  much  excite¬ 
ment  and  so  much  going  on  on  the  ten 
or  a  dozen  largest  crack  steamers  that 
those  who  are  ill  should  select  a 
smaller  boat  during  the  rush  season. 
A  boat  taking  two  or  three  days 
longer  will  only  increase  the  pleasure 
and  the  benefit  of  the  trip. 


Go  abroad  with  shoes  in  perfect 
condition.  Repairs  are  apt  to  be 
astonishing,  and  soles  made  of  paper 
instead  of  leather  are  not  unknown. 

Take  a  new  pair  of  rubbers.  They  are 
sometimes  difficult  to  obtain  abroad 
and  are  expensive.  Remember  that  rain 
must  always  be  expected  in  England. 
You  are  safe  in  carrying  an  umbrella 
everywhere.  English  umbrellas  are 
expensive  and  heavy.  Do  not  buy 
them  as  presents  to  take  home.  Rain 
coats  are  good  and  cheap  in  England. 
Re  sure  that  you  buy  of  a  good  house. 
The  ordinary  “mackintosh”  as  worn 
in  England  does  not  stand  our  climate. 
Select  dark  colors  always. 


THERMOMETER  SCALES. 


Much  annoyance  is  caused  by  the 
great  difference  of  thermometer  scales 
in  use  in  the  different  civilized  coun¬ 
tries.  The  scale  of  Reaumur  prevails 
in  Germany.  As  is  well  known,  he  di¬ 
vides  the  space  between  the  freezing 
and  boiling  points  into  80  deg.  France 
uses  that  of  Celsius,  who  graduated 
his  scale  on  the  decimal  system.  The 
most  peculiar  scale  of  all,  however,  is 
that  of  Fahrenheit,  a  renowned  Ger¬ 
man  physicist,  who  in  1714  or  1715, 
composed  his  scale,  having  ascertained 
that  water  can  be  cooled  under  the 
freezing  point,  without  congealing.  He 
therefore  did  not  take  the  congealing 
Doint  of  water,  but  composed  a  mix¬ 


ture  of  equal  parts  of  snow  and  sal 
ammoniac,  about  — 14  deg.  R.  The 
conversion  of  any  one  of  these  scales  to 
another  is  very  simple,  and  easily 
made.  To  change  a  temperature  as 
given  by  Fahrenheit’s  scale  into  the 
same  as  given  by  the  centigrade  scale 
subtract  32  deg.  from  Fahrenheit’s  de¬ 
grees,  and  multiply  the  remainder  by 
5-9.  The  product  will  be  the  tem¬ 
perature  in  centigrade  degrees. 

To  change  from  Fahrenheit’s  to 
Reaumur’s  scale,  subtract  32  deg.  from 
Fahrenheit’s  degrees,  and  multiply  the 
remainder  by  4-9.  The  product  will 
be  the  temperature  in  Reaumur’s  de¬ 
grees. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


5 


COMPARATIVE  SCALES  OF  THERMOMETER. 


c. 

R. 

F. 

C. 

R 

F 

C. 

R 

F. 

-30 

-24 

0 

-22 

0 

14 

11 

2 

57 

2 

58 

46 

4 

136.4 

-29 

-23 

2 

-20 

2 

15 

12 

0 

59 

0 

59 

47 

2 

138.2 

-28 

-22 

4 

-18 

4 

16 

12 

8 

60 

8 

60 

48 

0 

140.0 

-27 

-21 

6 

-10 

6 

17 

13 

0 

62 

6 

61 

48 

8 

141.8 

-20 

-20 

8 

-14 

8 

18 

14 

4 

64 

4 

62 

49 

6 

143.6 

-25 

-20 

0 

-13 

0 

19 

15 

2 

66 

2 

63 

50 

4 

145.4 

—  21 

-19 

2 

-11 

2 

20 

16 

0 

68 

0 

04 

51 

2 

147.2 

-23 

-18 

4 

-9 

4 

21 

16 

8 

09 

8 

65 

52 

0 

149.0 

-22 

-17 

6 

-7 

6 

22 

17 

6 

71 

6 

66 

52 

8 

150.8 

-21 

-  16 

8 

-5 

8  ■ 

23 

18 

4 

73 

4 

67 

53 

6 

152.6 

-20 

-16 

0 

-4 

0 

24 

19 

2 

75 

2 

68 

54 

4 

154.4 

-19 

-15 

2 

-2 

2 

25 

20 

0 

77 

0 

69 

55 

2 

156x2 

-IS 

-14 

4 

-0 

4 

26 

20 

8 

78 

8 

70 

56 

0 

158.0 

-17 

-13 

6 

1 

4 

27 

21 

6 

80 

6 

71 

56 

8 

159.8 

-10 

-12 

8 

3 

2 

28 

22 

4 

82 

4 

72 

57 

6 

161.6 

-15 

-12 

0 

5 

0 

29 

23 

2 

84 

2 

73 

58 

4 

163.4 

-  14 

-  11 

2 

6 

8 

30 

24 

0 

86 

0 

74 

59 

2 

165.2 

-13 

-10 

4 

8 

6 

31 

24 

8 

87 

8 

75 

60 

0 

167.0 

-12 

-9 

6 

10 

4 

32 

25 

6 

89 

6 

70 

60 

8 

168.8 

-11 

-8 

8 

12 

2 

33 

26 

4 

91 

4 

77 

61 

6 

170.6 

-10 

-8 

0 

14 

0 

34 

27 

2 

93 

2 

78 

62 

4  ' 

172.4 

-9 

-7 

2 

15 

8 

35 

28 

0 

95 

0 

79 

63 

2 

174.2 

-8 

-6 

4 

17 

6 

36 

28 

8 

96 

8 

80 

64 

0 

176.0 

-7 

-5 

6 

19 

4 

37 

29 

6 

98 

6 

81 

64 

8 

177.8 

-G 

-4 

8 

21 

2 

38 

30 

4 

100 

4 

82 

65 

6 

179.6 

-5 

-4 

0 

23 

0 

39 

31 

2 

102 

2 

83 

66 

4 

181.4 

-4 

-3 

2 

24 

8 

40 

32 

0 

104 

0 

84 

67 

2 

183.2 

-3 

-2 

4 

26 

6 

41 

32 

8 

105 

8 

85 

68 

0 

185.0 

-2 

-  1 

0 

28 

4 

42 

33 

6 

107 

0 

86 

68 

8 

186.8 

-  1 

-0 

8 

30 

2 

43 

34 

4 

109 

4 

87 

69 

6 

188.6 

0 

0 

0 

32 

0 

44 

35 

2 

111 

2 

88 

70 

4 

190.4 

1 

0 

8 

33 

8 

45 

36 

0 

113 

0 

89 

71 

2 

192.2 

.  2 

1 

6 

35 

6 

46 

36 

8 

114 

8 

90 

72 

0 

194.0 

3 

2 

4 

37 

4 

47 

37 

6 

116 

6 

91 

72 

8 

195.8 

4 

3 

2 

39 

2 

48 

38 

4 

118 

4 

92 

73 

6 

197.6 

5 

4 

0 

41 

0 

49 

39 

2 

120 

2 

93 

74 

4 

199.4 

6 

4 

8 

42 

8 

50 

40 

0 

122 

0 

94 

75 

2 

201.2 

7 

5 

0 

44 

6 

51 

40 

8 

123 

8 

95 

76 

0 

203.0 

8 

0 

4 

46 

4 

52 

41 

6 

125 

6 

96 

76 

8 

204.8 

9 

7 

2 

48 

2 

53 

42 

4 

127 

4 

97 

77 

6 

206.6 

10 

8 

0 

50 

0 

54 

43 

2 

129 

2 

98 

78 

4 

208.4 

11 

8 

8 

51 

8 

55 

44 

0 

131 

5 

99 

79 

2 

210.2 

12 

9 

6 

53 

6 

56 

44 

8 

132 

8 

100 

80 

0 

212.0 

13 

10 

4 

55 

4 

57 

45 

6 

134 

6 

To  change  the  temperature  as  given 
by  the  centigrade  scale  into  the  same 
as  given  by  Fahrenheit,  multiply  the 
centigrade  degrees  by  9.5  and  add  32 
deg.  to  the  product.  The  sum  will  be 
the  temperature  by  Fahrenheit’s  scale. 

To  change  from  Reaumur’s  to  Fahr¬ 


enheit’s  scale,  multiply  the  degrees  on 
Reaumur’s  scale  by  9.4  and  add  32 
deg.  to  the  product.  The  sum  will  be 
the  temperature  by  Fahrenheit’s  scale. 

For  those  who  wish  to  save  them¬ 
selves  the  trouble  we  have  calculated 
the  preceding  comparative  table. 


FEES  AT  PRIVATE  HOUSES  IN  ENGLAND. 


England  is  the  land  of  tips.  You 
cannot  escape  them  if  you  try  a 
“week-end.”  Saturday  to  Monday  at 
a  private  house  of  no  great  pretension 
will  cost  the  casual  visitor  about  $1.50 
whether  men  servants  or  maid  ser¬ 
vants  are  employed.  Two  shillings 
and  six  pence  is  correct  for  the  house¬ 
maid  and  butler.  Where  no  butler  is 
employed,  the  parlor  maid  gets  the 
same  amount,  while  the  housemaid  re¬ 
ceives  about  two  shillings,  and  the  boy, 
if  he  has  done  anything  for  you,  gets 


about  the  same.  English  servants 
pack  and  unpack  all  luggage  so  that 
the  fees  are  not  begrudged.  Allow 
about  $5.00  a  week,  not  forgetting  the 
coachman.  Increase  this  about  fifty 
per  cent,  if  there  are  two  in  the  party. 
Some  hostesses  put  notices  in  the  bed¬ 
rooms  asking  guests  not  to  fee.  but 
try  it  on  just  the  same,  you  will  usu¬ 
ally  be  successful.  In  very  large  man¬ 
sions  the  fees  are  much  greater  and 
no  adequate  scale  can  be  given.  The 
expense  will  be  well  up  in  the  pounds. 


MEAN  TEMPERATURE  DURING  EACH  MONTH  (Fahrenheit). 


6  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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Table  from  Cook’s  Time  Tables. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


7 


Length,  790  feet;  Tonnage,  32,500;  Horsepower,  70,000 


8 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


DRINKING  WATER  AND  MEDICINES. 


The  subject  of  drinking  water  is  an 
important  one.  The  water  on  the 
steamer  is  all  right,  but  for  the  first 
few  days  after  landing  the  visitor 
should  be  cautious  about  drinking  or¬ 
dinary  tap  water  at  hotels,  and  par¬ 
ticularly  in  stations.  Mineral  water 
can  be  obtained  everywhere  and  is 
very  cheap.  Ordinary  carbonated 
water  may  be  purchased  or  natural 
waters,  such  as  Apollinaris  or  Per¬ 
rier  water.  In  Germany,  Itosbach 
water  can  usually  be  had  as  well  as 
Rhens  water.  In  France,  St.  Galmier 
and  Vichy  (still)  can  be  obtained. 
Tea,  coffee  and  chocolate  also  prevent 
the  necessity  of  drinking  ordinary 
water.  In  England,  beers,  ales  and 
stout  are  cheap  and  good,  while  in 
Germany,  beer,  Rhine  wine  and  Mo¬ 
selle  wine  can  be  obtained  everywhere. 
In  France  (outside  of  Paris),  wine  is 
good  and  cheap,  while  in  Italy  the 
wine  is  plentiful  and  very  cheap.  Ice 
water  is  practically  unknown  except 
at  the  hotels  where  the  trade  of  Amer¬ 
icans  is  catered  to.  Here  the  waiters 
are  apt  to  bring  on  ice  water  before 
service  begins.  In  many  places,  as  in 
Italy,  there  is  a  small  charge  made 
for  a  little  plate  of  ice.  The  water 
of  Venice  is  particularly  vile  and 
should  be  entirely  eschewed,  as  can  be 
vouched  for  by  the  writer's  experience. 
A  bottle  of  “Sun”  cholera  mixture, 
bismuth  and  pepsin  tablets  and  a  non¬ 
leaking  hot  water  bag  should  be  taken 
along.  The  following  is  the  formula 
for  “Sun”  cholera  mixture,  so  that  if 
necessary  it  can  be  put  up  by  Conti¬ 
nental  chemists : 


^Tincture  of  capsicum .  1  part. 

Tincture  of  opium .  1  part. 

Tincture  rhubarb .  1  part. 

Spirits  peppermint .  1  part. 

Spirits  camphor .  1  part. 

Mix  and  filter,  dose  15  to  30  drops. 

A  bottle  of  Jamaica  ginger 
(Brown’s  is  good)  will  also  obviate 
many  of  the  little  ills  incident  to 
travel.  Bicarbonate  of  soda  tablets 
should  also  be  carried  to  take  care  of 
slight  attacks  of  indigestion  as  well  as 
the  bismuth  and  pepsin  tablets  men¬ 
tioned  above. 

The  following  medicines,  etc.,  should 
be  carried : 

One  small  hot  water  bag. 

One  ounce  arnica. 

Three  ounces  extract  of  witch  hazel. 

Two  ounces  aromatic  spirits  of  am¬ 
monia. 

One  menthol  cone. 

One  styptic  pencil. 

One  package  court  plaster. 

One  narrow  bandage. 

One  small  package  absorbent  cotton. 

One  can  containing  “new  skin." 

One  bottle  “Sun”  cholera  mixture. 

One  bottle  soda-mint  tablets. 

One  bottle  bismuth  and  pepsin  tablets. 

One  bottle  “listerine,”  "borine”  or 
equivalent  preparation. 

If  inclined  to  catarrh,  take  Dobell 
solution  tablets  and  a  Bermingham 
douche.  These  will  take  up  only  a 
small  space  in  the  satchel  and  will 
cost  only  about  $1.75  to  $2.00.  They 
will  pack  nicely  in  a  small  cracker 
tin.  A  little  old  linen,  a  few  yards 
of  stout  thread  wound  around  a  stiff 
piece  of  paper  should  also  be  carried. 
Slight  injuries  to  the  hands  often  oc¬ 
cur  when  getting  in  or  out  of  railway 
earriages.  Some  travelers  recommend 
a  small  bottle  of  spirits  of  camphor; 
vaseline  and  cream  may  be  carried 
with  advantage. 


TIME. 


All  calculations  of  time  are  based 
on  the  sun — not  the  real  sun  that  we 
see,  but  a  fictitious  sun  that  keeps 
better  time  than  the  real  sun.  The 
time  that  is  indicated  by  a  sun  dial  is 
the  actual  Sun  Time;  but  this  is  not 
good  enough  for  the  civilized  world 
because  the  day  from  noon  to  noon  as 
marked  by  the  real  sun  is  longer  at 
certain  times  of  the  year  than  at 
others.  However,  astronomers  have 
constructed  a  fictitious  sun  that  gives 
us  days  of  uniform  length,  and  the 
time  it  marks  off  is  called  Mean  Solar 
Time.  But  this  does  not  fully  solve 


the  problem  of  time.  We  have  still 
to  contend  with  the  fact  that  the  sun 
reaches  the  meridian  successively  later 
as  it  progresses  westward,  so  that 
noon  in  Chicago,  for  instance,  wdll  be 
much  later  than  noon  in  New  York. 
In  fact,  noon  on  the  west  side  of  New 
York  would  come  a  few  seconds  later 
than  noon  on  the  east  side.  If  each 
town  in  the  country  used  local  mean 
solar  time,  the  utmost  confusion  would 
prevail,  particularly  on  railroads  con¬ 
necting  the  towns.  To  avoid  this  con¬ 
fusion  it  has  been  found  necessary  to 
establish  certain  zones  in  which  uni- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


9 


NEWFOUNDLAND 


IRELAND 


Belgium,  Italy  and  Spain  use 
24-hour  clocks.  The  morning 
hours  are  the  same  as  those  of  a 
12-hour  clock,  but  the  afternoon 
hours  begin  with  13  o’clock  and 
run  to  24  o’clock,  midnight. 
We  show,  above,  the  afternoon 
hours  of  a  24-hour  clock  marked 
opposite  the  corresponding  hours 
of  a  12-hour  dial. 

The  small  dials  show  what 
time  it  is  in  countries  that  use 
local  standard  time  when  it  is 
12  o’clock  in  New  York.  Time 
based  on  that  at  the  Capital. 


GREECE 


Copyright  1010  by  Mrnrn  &  Co.,  Inc, 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


ALASKA  INCLUDES 

BULGARIA  EGYPT 

TURKEY 

The  small  dials  show  what  time  it  is  in  those  states  and  countries  of  America  and  Europe  that  use  Standard  Greenwich  time,  when  it  is 

12  o’clock  in  New  ^  ork  Copyright  1910 by  Munn  &  Co.,  Inc. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


11 


form  lime  is  observed.  It  takes 
the  sun  twenty-four  hours  to  circle 
the  earth  (to  be  sure  it  is  the  earth 
that  moves,  hut  for  convenience  we 
will  consider  that  the  earth  is  station¬ 
ary  and  that  the  sun  is  moving  around 
it).  The  earth  is  divided  into  3G0 
degrees  of  longitude.  Therefore  it 
takes  the  sun  one  hour  to  traverse  15 
degrees  of  longitude.  The  United 
States  and  the  majority  of  the 
European  countries  have  decided  to 
establish  time  zones  approximately  15 
degrees  wide,  so  that  the  time  of  one 
zone  will  differ  from  the  next  adjacent 
zones  by  an  even  hour.  The  degrees 
of  longitude  are  measured  from 
Greenwich,  and  at  15  degrees  east  of 
Greenwich  the  Standard  Time  used  by 
the  surrounding  country  will  be  just 
one  hour  ahead  of  Greenwich  Time. 
Regions  in  the  neighborhood  30  de¬ 


grees  east  of  Greenwich  will  use  time 
two  hours  faster  than  the  standard 
time  of  Greenwich.  The  same  is  true 
in  the  westward  direction,  except  that 
here  the  clocks  will  be  set  slower  than 
Greenwich  Time  in  even  hours  at  in¬ 
tervals  of  15  degrees. 

Eastern  Time  is  taken  from  the  75th 
meridian,  which  being  five  times  15  de¬ 
grees  west  of  Greenwich,  makes  the 
time  in  this  zone  five  hours  slower  than 
Greenwich  Time.  Central  Time  is  taken 
from  the  90th  meridian  and  is  one 
hour  slower  than  Eastern  Time  and 
six  hours  slower  than  Greenwich 
Time.  Mountain  Time  is  taken  from 
the  105th  meridian,  and  Pacific  Time 
from  the  120th  meridian.  The  zones 
are  somewhat  distorted,  mainly  to  suit 
the  convenience  of  railroads.  In 
Europe  each  country  is  small  enough 
to  be  included  in  a  single  zone. 


SATURDAY 


SUNDAY 


AUSTRALIA 


MAP  SHOWING  INTERNATIONAL  DATE  LINE 


12 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Greenwich  Time  is  used  in  Belgium, 
Great  Britain,  Holland  (railways  and 
telegraph),  and  Spain.  Central  Euro¬ 
pean  Time,  which  is  one  hour  faster 
than  Greenwich  Time,  is  used  by  Aus¬ 
tria-Hungary,  Denmark,  Germany, 
Italy,  Norway,  Servia,  Sweden  and 
Switzerland.  Eastern  European  Time, 
two  hours  faster  than  Greenwich,  is 
used  by  Bulgaria  and  Egypt,  and,  by 
Europeans,  in  Turkey,  the  native  time 
in  the  last-named  country  being  based 
on  sunset,  which  being  the  end  of  the 
Turkish  day,  marks  the  hour  of  12. 

In  Belgium,  Italy  and  Spain  the 
clock  dial  is  divided  into  twenty-four 
hours,  beginning  with  0  at  midnight 
and  thus  doing  away  with  A.  M. 
and  P.  M. 

A  number  of  European  countries 
have  not  accepted  Standard  Time 
based  on  the  meridian  of  Greenwich, 
but  base  their  time  on  a  meridian  of 
their  own.  France,  for  instance,  uses 
the  local  mean  time  of  Paris,  which  is 
9  minutes  and  21  seconds  faster  than 
Greenwich  Time.  This  is  the  time 
that  appears  outside  of  railroad  sta¬ 
tions,  but  the  clocks  inside  by  which 
the  trains  are  operated  are  five  min¬ 
utes  slower.  Holland  clocks  are  19 
minutes  and  32  seconds  faster  than 
Greenwich,  the  time  being  taken  from 
the  Observatory  at  Amsterdam.  Ire¬ 
land  uses  local  Mean  Solar  Time  of 
Dublin,  and  is  25  minutes  and  21  sec¬ 
onds  slower  than  Greenwich.  Portu¬ 
gal  takes  the  local  Mean  Solar  Time 
of  Lisbon,  which  is  36  minutes  and  45 
seconds  slower  than  Greenwich.  As 
in  France,  railroad  time  is  5  minutes 
slower,  while  The  Royal  Observatory 
of  St.  Petersburg  sets  the  standard  for 
Russia,  which  is  2  hours  1  minute  19 
seconds  faster  than  Greenwich  Time. 

Were  it  possible  for  a  person  to 


travel  westward  around  the  world  as 
fast  as  the  sun,  time  would  to  him  ap¬ 
pear  to  be  at  a  standstill.  If  he 
started,  say,  at  noon  Monday,  it 
would  always  be  noon  Monday  to  him, 
and  apparently  there  would  be  no 
change  in  his  calendar.  Yet  some¬ 
where  along  his  course  around  the 
world  Monday  must  have  ended  and 
Tuesday  must  have  begun.  Were  the 
traveler  proceeding  eastward  he  would 
in  12  hours  meet,  and  pass  the  sun  on 
the  opposite  side  of  the  earth  and 
would  apparently  have  reached  the 
hour  of  noon  Tuesday.  At  the  end 
of  12  hours  more  he  would  meet  the 
sun  a  second  time  and  would  have  to 
tear  off  another  leaf  from  his  calen¬ 
dar  and  call  the  time  noon,  Wednes¬ 
day.  In  other  words,  his,  journey 
around  the  globe  would  have  taken 
him  two  days  longer  than  the  man 
avIio  traveled  with  the  sun  and  made 
the  trip  in  no  time.  It  is  a  fact 
that  a  trip  around  the  earth  in  a 
westward  direction  can  actually  be 
made  in  two  days  less  than  a  trip  in 
the  eastward  direction,  although  the 
same  rate  of  speed  is  preserved ;  but 
the  days  of  the  east-bound  traveler 
would  be  shorter  than  those  of  the 
west-bound  traveler.  In  both  cases 
the  travelers  would  arrive  with  their 
calendars  one  dav  wrong ;  but  a  line 
has  been  established  running  north  and 
south  at  which  travelers  are  obliged 
to  add  a  day  if  they  cross  it  going 
westward  or  subtract  a  day  if  they 
cross  it  traveling  eastward.  In  other 
words,  the  day  is  supposed  to  start 
and  end  along  this  line,  which  is  called 
the  International  Date  Line.  It  fol¬ 
lows  the  180th  meridian  except  for  a 
few  digressions,  as  indicated  in  the 
accompanying  map,  to  suit  the  con¬ 
venience  of  inhabitants  of  islands 
lying  nearby. 


MEMORANDA  FOR  THE  YEAR  1910. 


Solden  Number .  XI. 

Epact .  19 

Solar  Cycle . 15 

Roman  Indiction .  8 

Dominical  Letter .  B 

Julian  Period  (year  of).  6623 
Septuagesima  Sunday.  .Jan.  23 

Ash  Wednesday . Feb.  9 

Lincoln’s  Birthday . Feb.  12 


Washington’s  BirthdayFeb.  22 


Spring  Commences. ...  Mar.  21 

Good  Friday.  . .  “  25 

Easter  Day .  '*  27 

Ascension  {Holy)  Thurs¬ 
day . May  5 

Pentecost — Whit  Sun’y.  “  15 

Trinity  Sunday .  “  22 

Corpus  Christi .  ’’  26 

Decoration  Day .  “  30 


Summer  Commences.  June  21 


Sundays  after  Trinity.  June  26 

Independence  Day . July  4 

Labor  Day . *.  .  .  .Sept.  5 

Autumn  Commences .  .  Sept.  23 

Election  Day' . Nov  8 

Thanksgiving  Day. ...”  24 

First  Sunday  in  Adv't .  “  27 

Winter  Commences..  .  Dec.  22 
Christmas  Day  { S’ud’y)  '*  25 


It  is  said  that  tipping  had  its  origin  in 
Bibile  times  with  the  biblical  tithes.  At  any 
rate  ten  per  cent,  is  a  safe  basis  for  tipping. 


The  usual  charge  for  transporting  a  cat  on 
transatlantic  steamers  is  $5.00,  and  birds 
$4,00  for  each  cage. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


13 


INFORMATION  AS  TO  TIME. 

CALENDAR  FOR  THE  YEAR  1910. 


January 

Su....—  2  9  16  23 

M...  3  10  17  24 

Tu..  4  11  18  25 

W.  .  .—  5  12  19  26 

Th..  6  13  20  27 

F....—  7  14  21  28 

S. . . .  1  8  15  22  29 

February 

Su . —  6  13  20 

M . —  7  14  21 

Tu .  1  8  15  22 

W .  2  9  16  23 

Th .  3  10  17  24 

F .  4  11  18  25 

S .  5  12  19  26 

March 

Su . —  6  13  20 

M . —  7  14  21 

Tu .  1  8  15  22 

W .  2  9  16  23 

Th .  3  10  17  24 

F .  4  11  18  25 

S .  5  12  19  26 


April 


30 

Su.... 

3 

10 

17 

31 

M.... 

4 

11 

18 

— 

Tu. .  . 

5 

12 

19 

— 

W.  .  . 

-  6 

13 

20 

— 

Th..  . 

7 

14 

21 

— 

F...  . 

’.  1 

8 

15 

22 

— 

S..  .  . 

.  2 

9 

16 

23 

May 

27 

Su... 

.  1 

8 

15 

22 

28 

M. . . . 

.  2 

9 

16 

23 

— 

Tu..  . 

.  3 

10 

17 

24 

— 

W.  .  . 

.  4 

11 

18 

25 

— 

Th..  . 

.  5 

12 

19 

26 

— 

F.. . . 

.  6 

13 

20 

27 

— 

S. .  .  . 

.  7 

14 

21 

28 

June 

27 

Su... 

. — 

5 

12 

19 

28 

M.... 

. — 

6 

13 

20 

29 

Tu..  . 

— 

7 

14 

21 

30 

W.  .  . 

.  1 

8 

15 

22 

31 

Th..  . 

.  2 

9 

16 

23 

— 

F.... 

.  3 

10 

17 

24 

— 

S.  .  .  . 

.  4 

11 

18 

25 

24 

Su.. 

July 
—  3  10 

17 

24 

25 

M... 

—  4 

11 

18 

25 

26 

Tu. . 

—  5 

12 

19 

26 

27 

W.  . 

—  6 

13 

20 

27 

28 

Th.. 

—  7 

14 

21 

28 

29 

F. . . 

1  8 

15 

22 

29 

30 

S..  . 

2  9 

16 

23 

30 

29 

Su.. 

A  ugust 
.  .—  7  14 

21 

30 

M... 

.  .  1 

8 

15 

22 

31 

Tu.. 

.  .  2 

9 

16 

23 

— 

W.  . 

.  .  3 

10 

17 

24 

— 

Th.. 

.  .  4 

11 

18 

25 

— 

F... 

.  .  5 

12 

19 

26 

— 

S... 

.  .  6 

13 

20 

27 

26 

Su.. 

September 

.  .—  4  11 

18 

27 

M. .  . 

.  . - 

5 

12 

19 

28 

Tu. . 

.  . - - 

6 

13 

20 

29 

W.  . 

— 

7 

14 

21 

30 

Th.. 

.  .  1 

8 

15 

22 

— 

F.  .  . 

.  .  2 

9 

16 

23 

— 

S.  .  . 

.  .  3 

10 

17 

24 

31 

Su. 

October 
.—  2  9  16 

23 

30 

— 

M.. 

—  3 

10 

17 

24 

31 

— 

Tu. 

—  4 

11 

18 

25 

— 

— 

W. 

—  5 

12 

19 

26 

— 

— 

Th. 

—  6 

13 

20 

27 

— 

— 

F. . 

—  7 

14 

21 

28 

— 

— 

S.. 

1  8 

15 

22 

29 

— 

28 

Su. 

November 
.  .—  6  13 

20 

27 

29 

M.. 

— 

7 

14 

21 

28 

30 

Tu. 

.  .  1 

8 

15 

22 

29 

31 

W. 

.  .  2 

9 

16 

23 

30 

— 

Th. 

.  .  3 

10 

17 

24 

— 

— 

F.. 

.  .  4 

11 

18 

25 

— 

— 

S.. 

. .  5 

12 

19 

26 

— 

25 

Su. 

December 

.  4  11 

18 

25 

26 

M.. 

— 

5 

12 

19 

26 

27 

Tu. 

.  .  - 

6 

13 

20 

27 

28 

W. 

— 

7 

14 

21 

28 

29 

Th. 

.  .  1 

8 

15 

22 

29 

30 

F.. 

...  2 

9 

16 

23 

30 

— 

S.. 

.  .  3 

10 

17 

24 

31 

MEMORANDA  FOR  THE  YEAR  1911. 


Golden  Number,  XII 

Epact,  30 

Solar  Cycle,  16 

Roman  Indiction,  9 

Dominical  Letter,  A 

Julian  Period  (Year  of  6624) 

Septuagesima  Sunday ,  February  12 

Ash  Wednesday,  March  1 

Lincoln’s  Birthday,  February  12 

Washington’s  Birthday,  February  22 

Spring  Commences,  March  21 

Good  Friday,  April  14 

Easter  Day,  April  16 

Ascension  (Holy')  Thursday,  May  25 


Pentecost — Whit  Sunday,  June  4 
Trinity  Sunday,  June  11 
Corpus  Christi,  June  16 
Decoration  Day,  May  30 
Summer  commences,  June  22 
Sundays  after  Trinity,  June  24 
Independence  Day,  July  4 
Labor  Day,  September  4 
Autumn  commences,  September  23 
Election  Day,  November  2 
Thanksgiving  Day,  November.  23 
First  Sunday  in  Advent,  December  3 
Winter  commences,  December  22 
Christmas  Day,  December  25 


CALENDAR  FOR  THE  YEAR  1911 


January.  April.  July.  October. 


Su. 

.  .  1 

8 

15 

22 

29  Su. 

.  .—  2 

9 

16 

23 

30  Su.  . 

.—  2 

9 

16 

23 

30 

Su 

....1 

8 

15 

22 

29 

M.. 

.  .2 

9 

16 

23 

30  M.. 

. .—  3 

10 

17 

24 

—  M... 

.—  3 

10 

17 

24 

31 

M. . . 

...  .2 

9 

16 

23 

30 

Tu. 

.  .3 

10 

17 

24 

31  Tu. 

.  .—  4 

11 

18 

25 

—  Tu. . 

.—  4 

11 

18 

25 

— 

Tu 

.  . .  .3 

10 

17 

24 

31 

W. 

.  .4 

11 

18 

25 

—  W. 

.  .—  5 

12 

19 

26 

—  W.  . 

.—  5 

12 

19 

26 

- . 

W.  . 

.  .  .  .4 

11 

18 

25 

— 

Th. 

.  .5 

12 

19 

26 

—  Th. 

.  .—  6 

13 

20 

27 

—  Th.. 

. —  6 

13 

20 

27 

- 1 

Th. . 

.  .  .  .5 

12 

19 

19 

— 

F.  . 

.  .6 

13 

20 

27 

—  F.. 

7 

14 

21 

28 

—  F... 

.—  7 

14 

21 

28 

_ ! 

F... 

. .  .  .6 

13 

20 

27 

— 

S. . 

.  .7 

14 

21 

28 

—  s.. 

..18 

15 

22 

29 

—  S. .  . 

.  1  8 

15 

22 

29 

— 1 

S. .  . 

...  .7 

14 

21 

28 

— 

February. 

May. 

A  ugust. 

November. 

Su. 

. - 

5 

12 

19 

26  Su. 

.  .  - 

7 

14 

21 

28  Su.. 

.  . - 

6 

13 

20 

27 

Su 

.  .  .  - 

5 

12 

19 

26 

M.. 

_ 

6 

13 

20 

27  M.. 

.  .  .  .  1 

8 

15 

22 

29  M. . . 

_ 

7 

14 

21 

28 

M , . . 

_ 

6 

13 

20 

27 

Tu. 

. - 

7 

14 

21 

28  Tu. 

....2 

9 

16 

23 

30  Tu. . 

.  .  .  1 

8 

15 

22 

29 

Tu 

— 

7 

14 

21 

28 

W. 

.  1 

8 

15 

22 

—  W. 

.  .  .  .  3 

10 

17 

24 

31  W.  . 

...2 

9 

16 

23 

30 

W.  . 

.  .  .  1 

8 

15 

22 

29 

Th. 

.  2 

9 

16 

23 

—  Th. 

.  .  .  .  4 

11 

18 

25 

—  Th.. 

.  .  .  3 

10 

17 

24 

31 

Th. . 

...  2 

9 

16 

23 

30 

F... 

.  3 

10 

17 

24 

-  F. . 

.  5 

12 

19 

26 

—  F. . . 

...  4 

11 

18 

25 

— 

F... 

. .  .  3 

10 

17 

24 

— 

S.  . 

.  4 

11 

18 

25 

—  S.  . 

.  .  .  .  6 

13 

20 

27 

—  S..  . 

...  5 

12 

19 

26 

IS. .  . 

...4 

11 

18 

25 

— 

March. 

| 

June. 

September. 

December. 

Su. 

, - 

5 

12 

19 

26  Su. 

— 

4 

11 

18 

25  Su.. 

— 

3 

10 

17 

21 

Su.. 

.—  3 

10 

17 

24 

31 

M.. 

. - 

6 

13 

20 

27  M.. 

— 

5 

12 

19 

26  M... 

— 

4 

11 

18 

25 

M... 

.—  4 

11 

IS 

25 

— 

Tu. 

,  . - 

7 

14 

21 

28  Tu. 

— 

6 

13 

20 

27  Tu.. 

— 

5 

12 

19 

26 

Tu.. 

.—  5 

12 

19 

26 

— 

W. 

.  1 

8 

15 

22 

29  W . 

— 

7 

14 

21 

28  W .  . 

— 

6 

13 

20 

27 

W.  . 

.—  6 

13 

20 

27 

— 

Th. 

.  2 

9 

16 

23 

30  Th. 

.  .  .  .  1 

8 

15 

22 

29  Th. . 

— 

7 

14 

21 

28 

Th.. 

.—  7 

14 

21 

28 

— 

F. . 

.  3 

10 

17 

24 

31  F. . 

....  2 

9 

16 

23 

30  F.  .  . 

...  1 

8 

15 

22 

29' 

F. .  . 

.  1  8 

15 

22 

29 

— 

S.  . 

.  4 

11 

18 

25 

—  S.  . 

.  .  .  .  3 

10 

17 

24 

—  S. .  . 

...  2 

9 

16 

23 

30 

Is. . . 

.  2  9 

16 

23 

30 

— 

14 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


JEWISH  CALENDAR 

(A.D.  1910, 

A.M.  5070-5671). 

The  Year  5670  commenced  September  16,  1909 

5670. 

July 

24 

Fast  of  Tamuz . 

Tamuz 

17 

Jan. 

11 

New  Moon .  Sebat 

l 

Aug. 

6 

New  Moon . 

Ab 

1 

Feb. 

10 

New  Moon .  Adar 

l 

14 

Fast  of  Ab . 

9 

Mar. 

12 

New  Moon .  Veadar 

1 

Sept. 

5 

New  Moon . 

Elul 

1 

“ 

24 

Fast  of  Easter . 

13 

5671. 

t  ( 

25 

Purim . 

14 

Oct. 

4 

First  day  of  New  Year 

Tishri 

1 

“ 

26 

Shusan . 

15 

5 

Second 

2 

April 

10 

New  Moon .  Nisan 

1 

4  4 

6 

Fast  of  Gedaliah . 

3 

“ 

24 

Festival  of  Passover.  . 

15 

4  ( 

13 

Day  of  Atonement..  . 

10 

“ 

25 

“  2d  day 

16 

4  4 

18 

Feast  of  Tabernacles. 

4  4 

15 

“ 

30 

“  7th  day 

21 

4  4 

19 

‘  ‘  2d  day . 

4  4 

16 

May 

1 

“  ends 

22 

24 

Hosana  Rabah . 

4  4 

21 

“ 

10 

New  Moon .  Yiar 

1 

4  I 

25 

Feast  of  the  8th  day.  . 

4  4 

22 

June 

8 

New  moon .  Sivan 

1 

4  4 

26 

Rejoicing  of  the  Law. 

44 

23 

4  4 

13 

Festival  of  Weeks..  .  . 

6 

Nov 

3 

New  Moon . 

Hesvan 

1 

44 

14 

“  2d  day  “ 

7 

Dec. 

2 

New  Moon . 

Kislev 

1 

July 

8 

New  Moon .  Tamuz 

1 

* 4 

26 

Dedication  of  the  Temple" 

25 

Note.- 

-All  Jewish  Sabbaths  and  Festivals  commence  the  previous  Evening  at  Sunset. 

MOHAMMEDAN  CALENDAR  (A.D. 

1910,  A.H. 

1328). 

Year. 

Name  of  Month. 

Month  begins 

Year. 

Name  of  Month  Month  begins 

1328 

Muharram . 

.  .  January  13 

1328 

Ra.jab . 

.  July  9 

4  ‘ 

Saphar . 

.  .  February  12 

Shaaban . 

.  August  8 

4  4 

Rabia  1 . 

.  .  March  13 

Ramadan.  . . . 

.  September  6 

4  4 

Rabia  II . 

.  .  April  1 2 

4  4 

Shawall . 

Jornada  I . 

.  .  May  1 1 

4  4 

Dulkaada. . . . 

.  November  4 

Jornada  II . 

. . June  1 0 

Dulheggia . . . . 

.  December  4 

GREEK  &  RUSSIAN  CALENDAR. 

A.  D.  1909,  A.M.  7417. 

Old  Style.  Certain  Holy  Days  New  Style 


Jan.  1  Circumcision .  Jan.  14 

6  Theophany  (Epiphany)..  .  “  19 

Feb.  2  Hypapante .  Feb.  15 

28  Carnival  Sunday .  Mar.  13 

Mar.  7  First  Sunday  in  Lent .  “  20 

9  Forty  Martyrs . .  .  .  .  “  22 

“  25  Annunciation  of  Theo¬ 
tokos .  April  7 

April  11  Palm  Sunday .  "  24 

16  Great  Friday .  “  29 

18  Holy  Pasch .  May  1 

23  St.  George .  “  6 

May  9  St.  Nicholas .  “  22 

14  Coronation  of  the  Emperor*  “  27 

27  Ascension .  June  9 

June  6  Pentecost .  “  19 

7  Holy  Ghost .  “  20 

29  Peter  &  Paul, Chief  Apostles  July  12 

Aug.  1  First  day  of  Fast  of  Theo¬ 
tokos .  Aug.  14 

6  Transfiguration .  “  19 

15  Repose  of  Theotokos  (As¬ 

sumption) .  “  28 

“  30  St.  Alexander  (Nevsky)*.  Sept.  12 

Sept.  8  Nativity  of  Theotokos..  .  .  “  21 

14  Exaltation  of  the  Cross.  “  27 

Oct.  1  Patronage  of  Theotokos*..  Oct.  14 

21  Accession  of  the  Emperor*  Nov.  3 

Nov.  15  First  day  Fast  of  the  Na¬ 
tivity .  “  28 

21  Entrance  of  Theotokos.  .  Dec.  4 

Dec.  6  St.  Nicholas .  “  19 

9  Conception  of  Theotokos. .  “  22 

25  Nativity .  Jan.  7 

♦Peculiar  to  Russia. 


JULIAN  CALENDAR. 

In  the  Roman  (Julian)  Calendar  the  months 
correspond  exactly  with  our  own,  excepting 
that  down  to  the  time  of  the  great  Emperor 
Augustus,  the  fifth  and  sixth  months  of  the 
year — which,  with  the  Romans,  began  with 
March — were  called  Quintilis  and  Sextilis; 
afterwards  they  were  named  in  honor  of  the 
emperors  Julius  and  Augustus. 

In  reckoning  the  days  of  each  month  three 
fixed  points  were  taken,  and  any  particular 
day  was  said  to  be  so  many  days  before  the 
next  coming  fixed  day.  These  three  points 
were  (1)  the  Kalends,  by  which  name  the  first 
of  each  month  was  known;  (2)  the  Nones, 
which  fell  on  the  seventh  day  of  the  month 
in  March,  May,  July  and  October,  and  on  the 
fifth  day  in  each  of  the  other  months;  and 
the  Ides,  which  always  fell  eight  days  after 
the  Nones. 

For  example,  the  1st  of  January  was  the 
Kalends  of  January  ( Kalendis  Januariis), 
the  31st  of  December  was  the  day  before  the 
Kalends  of  January  ( pridie  Kalendas  Janua- 
rias)\  but  Dec.  30  was  the  third  day  before 
the  Kalends  of  January  (ante  diem,  tertium 
Kalendas  Januarias),  in  this  ease  both  Jan. 
1st  and  Dec.  31st  being  included  in  the  reckon¬ 
ing.  And  so  on  back  to  Dec.  14th,  which  was 
the  nineteenth  day  before  the  January  Kalends 
(ante  diem  undevicesimum  Kal.  Jan.),  Dec. 
13th  being  Idibus  Derembrihus,  the  Lies  of 
December.  In  Leap-year,  both  Feb.  24th 
and  Feb.  25th  were  known  as  the  sixth  day 
before  the  March  Kalends,  being  distin¬ 
guished  respectively  as  prior  and  posterior. — 
Whitaker’s  Almanack. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  13 


PRELIMINARY  READING 


A  list  of  appropriate  books  will  be 
found  in  the  Bibliography  at  the  end 
of  the  book.  The  writer  has  in  prep¬ 
aration  detailed  information  as  to  va¬ 
rious  places  having  literary  associa¬ 
tion  with  special  reference  to  visiting 
them.  While  this  matter  cannot  be 
gotten  ready  in  time  for  this  edition, 
still  the  titles  may  suggest  some 
timely  reading:  “Dickens’  England,” 


Burns  Country,”  “The  Hardy  Coun¬ 
try,”  “The  Ingoldsby  Country,”  “The 
Canterbury  Pilgrims,”  “Knutsford” 
(Cranford),  “Broadway”  England. 

For  the  Continent  there  is  in  prepa¬ 
ration  “Memorable  Paris  Houses,” 
“The  Paris  of  Dumas,”  "In  the  Foot¬ 
steps  of  Goethe,”  “Wagnerian  Pil¬ 
grimage,”  “The  Passion  Play,”  “Dante 
and  His  Time.”  Any  reader  of  this 


THE  “ADRIATIC” 

Is  a  stately  giant  of  the  sea  with  immense  passenger  accommodations 
Length,  726  feet;  Tonnage,  23,541;  Horse  power,  40,000 


“Dickens’  London,”  “Thackeray’s 
England,”  “Gilbert  White  and  Sel- 
borne,”  “Along  the  Streams  with 
Izaak  Walton.”  “Carlyle’s  England,” 
"Land  of  Scott.”  “Shakespeare’s 
England,”  “In  the  Footsteps  of  Our 
Forefathers,”  “Milton’s  England,” 
“Lorna  Doone  and  Exmoor.”  “With 
the  Poets  in  the  Lake  Country,”  “The 


book  who  has  made  any  of  these  jour¬ 
neys  and  who  would  like  to  contribute 
his  or  her  quota  to  the  sum  total  of 
travelers’  lore,  are  requested  to  write 
to  A.  A.  Hopkins,  Box  773,  New  York 
City,  N.  Y.  All  information  will  be 
promptly  acknowledged  and  available 
matter  will  be  used  at  the  first  oppor¬ 
tunity. 


GUIDE  BOOKS. 


A  list  of  guide  books  and  books  for 
preliminary  study  will  be  found  at  the 
back  of  the  present  volume  (see  the 
index).  While  the  list  normally  be¬ 


longs  in  this  section  of  the  book,  it 
is  not  found  possible  to  get  the  list  in 
the  proper  form  in  time  to  include  it 
here,  as  a  number  of  books  were  an- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


16 


nounced  as  coming  out  while  tlie 
major  part  of  this  book  was  on  the 
press.  Those  who  have  no  time  to 
consult  this  list  before  starting  on  the 
trip  will  do  well  to>  provide  one  or  two 
Baedeker’s  Guides  for  use  on  the  voy¬ 
age,  in  order  to  enable  a  traveler  to 
prepare  for  the  first  stages  of  the  trip, 
such  as  Baedeker’s  Guide  to  Great 
Britain,  price  $3.00;  London,  $1.80; 
Paris,  $1.80,  or  Berlin,  90  cents.  To 
those  who  do  not  wish  to  purchase 
Baedeker’s  Guides,  we  commend  the 
information  given  elsewhere  in  this 
book.  The  matter  is  in  sufficient  de¬ 
tail  to  enable  the  traveler  to  locate 
comfortably  in  London,  Paris  or  Ber¬ 
lin,  as  well  as  to  make  the  journey 
with  the  proper  knowledge  of  the 
traveling  conditions,  etc. 

Do  not  calculate  on  buying  guides 
just  before  you  start.  The  most  use¬ 
ful  are  very  often  “out  of  print”  or 
“out  of  stock,”  particularly  the  indis¬ 
pensable  “Baedeker’s.”  We  made  up 


a  list  of  the  more  popular  ones  (ten 
in  number,)  and  submitted  them  to  the 
American  agents.  The  list  was  as 
follows :  Northern  France,  Southern 
France,  Northern  Germany,  Southern 
Germany,  Rhine,  Great  Britain,  Lon¬ 
don,  Paris,  Switzerland,  Belgium  and 
Holland.  Out  of  this  number, 
Southern  Germany,  Great  Britain, 
Belgium  and  Holland  were  out  of 
stock  as  well  as  the  “Conversation 
Dictionary” (a  very  useful  little  book), 
which  sells  for  90  cents.  A  full  list 
of  guides  with  critical  notes  will  be 
found  in  the  Bibliography  at  the 
back  of  the  book. 

Ladies  who  desire  additional  infor¬ 
mation  as  to  preparation  for  the  jour¬ 
ney,  and  special  information  which 
will  benefit  them  in  traveling  abroad, 
should  purchase  a  copy  of  Mary  Cad- 
walder  Jones’  “European  Travel  for 
Women,”  which  is  published  in  this 
country  at  an  expense  of  $1.00. 


COURIERS 


The  courier  of  thirty  years  ago  is 
practically  unknown.  He  was  a  lin¬ 
guist  who  traveled  with  rich  individu¬ 
als  or  parties,  and  conducted  them  to 
the  best  hotels  and  saw  to  it  that  they 
paid  the  highest  prices  for  everything, 
both  in  hotels  and  shops.  The  courier 
was  an  unmitigated  nuisance  and  has 
been  largely  done  away  with  by  the 
more  general  use  of  the  English  lan¬ 
guage,  and  by  a  more  general  knowl¬ 
edge  of  French  by  the  average  Ameri¬ 
can  and  English  traveler.  The  courier’s 
wages  were  as  nothing  compared 


with  the  commissions  which  he  ex¬ 
acted  from  everybody  with  whom  he 
came  in  contact.  Occasionally,  to 
give  a  suspicion  of  honesty,  a  portion 
of  this  commission  would  be  disgorged 
to  his  employer.  In  certain  places  in 
the  Far  East,  couriers,  or  their  equiv¬ 
alents,  are  now  necessary,  but  they 
should  never  be  engaged  except  on  the 
recommendations  of  one  of  the  great 
tourist  agencies  of  world-wide  reputa¬ 
tion.  It  may  be  stated  that  the  tourist 
agencies  have  been  a  very  large  factor 
in  the  disappearance  of  the  courier. 


INTERPI 

Interpreters  in  the  employ  of  large 
tourist  agencies  will  be  found  at  the 
principal  stations  and  most  boat  land¬ 
ings  in  Europe.  Those  who  have  pur¬ 
chased  their  tickets  from  these  tourist 
agencies  may  call  upon  them  freely 
and  will  find  that  they  tend  to  de¬ 
crease  the  discomforts  of  travel. 
When  their  services  are  engaged,  a 
moderate  fee  is  suggested.  The  simple 
showing  of  the  case  in  which  the  rail¬ 
road  tickets  are  kept  is  sufficient  proof 
that  the  traveler  is  a  client  of  the 
tourist  agency.  Interpreters  in  the 
uniform  of  the  largest  agency  meet 
principal  trains  and  steamers  at  fol¬ 
lowing  places  and  assist  holders  of 
their  tickets  free  of  charge :  Alexan- 


IETERS 

dria,  Algiers,  Amsterdam,  Antwerp, 
Bale,  Bergen,  Beyrout,  Bombay, 
Bremen.  Brindisi,  Brussels  (summer 
only),  Calcutta,  Cannes,  Christiania, 
Cologne,  Colombo,  Constantinople, 
Florence,  Dresden.  Geneva,  Genoa, 
Gibraltar,  Hong  Kong.  Jaffa,  Haifa, 
Hamburg,  Lausanne,  London  (Char¬ 
ing  Cross  and  Victoria),  Lucerne, 
Madrid,  Malta.  Marseilles,  Mentone, 
Milan,  Naples,  New  York,  Nice,  Paris, 
Patras,  Piraeus,  Rome,  San  Remo, 
Trieste,  Trondhjem,  Turin,  Venice, 
Vienna,  Vintimille,  Yokohama,  Zurich. 
An  interpreter  meets  passengers  at 
Tilbury.  The  interpreters  are  not  on 
duty  on  Sundays  except  by  special  ar¬ 
rangement. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  17 


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TRAVELERS’  VOCABULARY — Continued 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


23 


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THE  SWIFT  “DEUTSCHLAND”  OF  THE  HAMBURG-AMERICAN  LINE 
A  fine  example  of  the  reciprocating  engine  type  of  ocean  greyhound 
Length,  686  feet;  Tonnage,  16,502;  Horsepower,  37,800 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


25 


PASSPORTS 


Passports  are  required  only  in  Rus¬ 
sia  and  Turkey.  Passports  are  also 
required  for  entrance  into  the  Balkan 
states.  Vises  for  these  countries  may 
be  obtained  from  their  diplomatic  and 
consular  representatives  in  foreign 
countries.  There  are  no  such  repre¬ 
sentatives  in  the  United  States.  Pass¬ 
ports  may  be  required  in  other  coun¬ 
tries  of  persons  making  a  prolonged 
stay,  but  they  are  often  valuable  in 
the  securing  of  registered  mail,  admis¬ 
sions  to  certain  galleries,  etc.,  which 
are  normally  closed  to  the  public.  In 
the  case  of  Russia  and  Turkey,  the 
passport  should  have  the  vise  of  the 
consular  authorities.  Passports  are 
issued  by  the  Secretary  of  State.  An 
American  abroad  may  make  his  appli¬ 
cation  before  an  American  diplomatic 
or  consular  officer,  who  will  forward  it 
to  the  department.  The  fee  for  a  pass¬ 
port  is  $1.00.  This  amount  in  currency 
or  postal  order  should  accompany  each 
application  made  by  a  citizen  of  the 
l  nited  States.  The  orders  should  be 
made  payable  to  the  Disbursing  Clerk 
of  the  Department  of  State.  Drafts 
or  checks  are  not  accepted.  A  person 
who  is  entitled  to  receive  a  passport, 
if  in  the  United  States  at  the  time, 
must  make  a  written  application  in 
affidavit  form  to  the  Secretary  of 
State.  Application  must  be  made  by 
the  person  to  whom  the  passport  is  to 
be  issued,  and  signed  by  him,  as  one 
person  cannot  apply  for  a  passport  for 
another.  The  affidavit  must  be  at¬ 
tested  by  an  officer  authorized  to  ad¬ 
minister  oaths,  and  an  official  seal 
must  be  affixed,  or  his  official  charac¬ 
ter  must  be  authenticated  by  a  certifi¬ 
cate  of  the  proper  legal  .officer.  The 
applicant  must  take  the  oath  of  alle¬ 
giance  to  the  Government  of  the 
United  States.  The  oath  is  on  the  ap¬ 
plication  blank.  The  application  must 
lie  accompanied  by  a  description  of 
(he  applicant.  Full  data  for  these 
questions  are  provided  on  the  blank. 
There  are  a  number  of  different  forms. 
There  is  one  for  a  native  citizen,  there 
is  one  for  the  naturalized  citizen,  and 
one  for  a  person  claiming  citizenship 
through  the  naturalization  of  husband 
or  parent.  In  asking  for  a  blank  it 
should  be  specified  which  form  is  de¬ 
sired.  A  woman’s  application  must 
state  whether  she  is  married  or  not, 
and  a  married  woman  must,  state 
whether  her  husband  is  a  native  or 
a  naturalized  citizen.  A  passport  ex¬ 
pires  two  years  from  the  date  of  issue. 


A  passport  may  be  extended  for  two 
years  by  a  diplomatic  or  consular  offi¬ 
cer  of  the  United  States,  if  presented 
when  it  is  about  to  expire.  Applica¬ 
tions  for  passports  from  naturalized 
citizens  must  be  accompanied  by  a 
certificate  of  naturalization. 

When  the  applicant  is  accompanied 
by  his  wife,  minor  children  and  a  ser¬ 
vant,  to  be  entitled  to  receive  the 


WORDING  OF  PASSPORT. 

Good  only  for  two  years  from  date. 
(Coat  of  Arms) 

United  States  of  America. 
Department  of  State. 

To  all  to  whom  these  presents  shall  come, 
Greeting:  I,  the  undersigned,  Secretary  of 
State  of  the  United  States  of  America,  hereby 
request  all  whom  it  may  concern  to  permit 


a  Citizen  of  the  United  States - — 

. Safely.  . 

and  freely  to  pass  and  in  case  of  need  to  give 

. all  lawful  Aid  and  Protection. 

Given  under  my  hand  and  the 
Seal  of  the  Department  of 
State,  at  the  City  of  Washing¬ 
ton,  the  . day  of 

. in  the  year  1910, 

and  of  the  Independence  of 
the  United  States  the  one 
hundred  and  thirty-fourth. 

(Signature  of  the  Secre¬ 
tary  of  State.) 
Description, 

. ^  ears . 

Stature . Feet .  Inches  Eng. 

F  orehead . 

Eyes . 

Nose . 

Mouth . 

Chin . 

Hair . 

Complexion . 

F  ace . 

Signature  of  the  Bearer. 


No . 

Note. — The  Department  of  State  has  re¬ 
fused  to  grant  permission  to  reproduce  a  real 
Passport,  hence  this  rather  insufficient  sub¬ 
stitute. 


passport  it  is  sufficient  to  state  the 
fact,  giving  the  respective  ages  of  the 
children  and  the  allegiance  of  the  ser¬ 
vant,  then  one  passport  will  suffice  for 
all.  For  any  other  person  in  the 
party  a  separate  passport  will  be  re¬ 
quired.  The  woman’s  passport  may 
include  her  minor  children  apd  servant 
under  the  above-named  conditions.  It 
should  be  noted,  however,  that  the 
term  “servant”  does  not  include  a  gov¬ 
erness,  tutor,  pupil,  companion  or  per¬ 
son  holding  like  relations  to  the  ap¬ 
plicant  for  passport.  Professional  or 


(SEAL  of 
the  Depart¬ 
ment  of 
State.) 


26 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


other  titles  will  not  be  inserted  in  the 
passports.  This  information  is  ob¬ 
tained  .from  the  circular  entitled, 
“Rules  Governing  the  Granting  and 
Issuing  of  Passports  in  the  United 
States,”  which  will  be  sent  wTith  the 
blank  on  application.  It  takes  only  a 
few  days  to  obtain  a  passport.  The 
intervention  of  those  who  make  a 
business  of  securing  passports  is  en¬ 
tirely  unnecessary.  The  blank  is  very 
simple  and  only  requires  the  filling  out 
of  the  important  details,  such  as  the 


description  of  the  applicant,  the  tak¬ 
ing  of  the  oath  of  allegiance  before  a 
notary  public  or  other  officer  who  is 
entitled  to  take  similar  oaths,  and  the 
application  must  be  signed  by  a  cred¬ 
ible  witness.  Some  concerns  make  a 
business  of  obtaining  passports  at  a 
fee  of  from  $2.00  to  $5.00,  but  with 
the  instructions  given  in  this  book  and 
the  rules  given  in  the  circular  sent, 
their  services  are  entirely  unnecessary. 
Information  revised  by  officials  of  the 
Department  of  State  on  Feb.  15,  1910. 


r  j 

7  jf  \  j 

J  j  J  Ag 

THE  BUREAU  OF  INFORMATION  ON  THE  SHIP 
Takes  care  of  letters,  telegrams,  etc.,  and  is  a  veritable  hotel  clerk’s  office 


COST  OF  EUI 

The  cost  of  a  European  trip  de¬ 
pends  entirely  on  the  time  consumed, 
the  route,  and  the  type  of  accommo¬ 
dations  required  by  the  traveler.  In 
planning  a  European  trip  the  expense 
can  be  arrived  at  very  closely  by 
adding  together  the  cost  of  ocean  pas¬ 
sage,  both  eastward  and  westward, 
not  forgetting  to  allow  for  fees  on  the 
ocean,  usually  amounting  to  about 
$7.00  each  way,  and  for  other  ex- 
penses  which  may  be  incurred  at  sea. 
Add  to  this  the  cost  of  the  railroad 
and  steamship  fares  abroad.  These 
can  be  readily  obtained  from  any  re- 


! OPE AN  TRIP 

liable  tourist  agency,  wdiich  will  fur¬ 
nish  the  tickets  without  any  increase 
in  cost  for  a  lump  sum.  This  saves 
buying  tickets,  changing  money,  etc. 
After  the  cost  of  the  ocean  and  land 
transportation  is  obtained,  allow  about 
$3.00  a  day  for  hotel  expenses,  trans¬ 
fer  of  baggage,  etc.  If  the  visitor 
goes  to  the  very  best  hotels,  this 
amount  can  of  course  be  increased  to 
almost  any  figure,  but  it  is  possible, 
even  in  London  and  Paris,  to  live 
comfortably  for  $3.00  a  day,  although 
it  would  perhaps  be  wiser  to  allow 
$4.00  a  day  in  London  and  Paris,  also 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


A  RITZ-CARLTON  RESTAURANT  ON  A  HAMBURG-AMERICAN  LINER 
Here  travelers  pav  onlv  for  what  they  consume 


28 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


possibly  Berlin  and  Vienna.  If  the 
very  smartest  hotels  are  to  be  pat¬ 
ronized,  about  $5.00  a  day  should  be 
allowed  in  these  cities.  Hotel  coupons 
issued  by  a  big  tourist  agency  often 
save  much  trouble ;  they  come  in  va¬ 
rious  forms.  Thus,  one  series  pro¬ 
vides  for  a  bed-room,  lights  and  at¬ 
tendance,  plain  breakfast  and  dinner 
at  the  table-d’hote  at  a  uniform  rate 
of  eight  shillings,  ten  francs,  or  $2.00 
a  day.  The  second  series,  called  “B,” 
provides  for  bed-room,  lights  and  at¬ 
tendance,  meat  breakfast  and  dinner  at 
the  table-d’hote.  The  third  series, 
called  “C,”  provides  for  full  board, 
bed-room,  lights  and  attendance,  plain 
breakfast,  luncheon  at  the  table-d’hote, 
where  customary,  if  not  liberal  lunch¬ 
eon  and  dinner  at  the  table-d’hote,  at 
a  rate  of  ten  shillings  six  pence,  or 
thirteen  francs  a  day,  which  with  the 
fees  would  bring  the  expense  up  to 
about  $3.00  a  day,  which  may  be  reck¬ 
oned  as  a  fair  average  for  the  hotels 
in  Europe.  Of  course,  during  the 
height  of  the  season,  or  in  great  travel 
centers,  as  in  Munich  in  the  year  of 
the  Passion  Play,  rates  are  apt  to  be 
higher.  On  the  other  hand,  the  ac¬ 
commodations  can  often  be  obtained 
at  a  much  lower  rate,  especially  where 
a  stay  of  several  days  is  to  be  made. 
Rates  en  pension  can  usually  be  se¬ 
cured.  It  should  not  be  supposed  that 
it  is  necessary  in  all  cases  to  spend 
as  much  as  $3.00  a  day  for  actual 
living  expenses.  Many  persons  make 
considerable  stays  in  Europe  and 
never  pay  over  $2.00  a  day  at  the 
outside,  even  in  the  four  cities  named, 
but  the  average  visitor,  especially  if 
he  is  not  particularly  familiar  with 
foreign  languages,  and  if  his  time  is 
limited  to  six  or  eight  weeks,  hardly 
feels  like  shopping  around  for  a  very 
moderate  priced  hotel,  or  cares  to  do 
the  necessary  bargaining  to  secure 
slightly  decreased  rates.  The  rates  in 
hotels  in  England  are  very  high  for 
the  accommodations  which  are  fur¬ 
nished.  The  same  concern  of  tourist 
agents  also  issues  a  series  of  coupons 
for  hotels  of  the  second  class.  These  are 
issued  at  seven  shillings  six  pence,  or 
nine  francs  twenty-five  centimes,  a  day. 
This  is  equivalent  in  American  money 
to  $1.85.  While  the  writer  has  had 
no  personal  experience  with  any  but 
the  high  class  of  hotel  coupons,  an  ex¬ 
amination  of  the  lists  of  hotels  where 
they  are  available  seems  to  indicafe 
that  w^hile  they  are  not  perhaps  of  the 
first  class,  they  are  well  spoken  of  by 
Baedeker,  and  the  editor  would  be 


greatly  pleased  to  know  the  experience 
of  any  one  who  has  used  these  hotels. 
We  have  shown  how  to  compute  the 
transportation  and  living  expenses, 
and  the  amount  stated  should  be  suf¬ 
ficient  to  include  the  transferring  of 
baggage  and  the  necessary  fees  at  ho¬ 
tels.  The  amount  given,  however,  does 
not  include  wines  or  other  beverages, 
cigars,  ices,  etc. 

The  expense  of  sight-seeing  varies 
greatly  in  different  places ;  thus  in 
Switzerland  where  guides  are  often 
needed  for  excursions,  the  expense  is 
greatly  increased.  Sometimes  the  ex¬ 
pense  of  sight-seeing  may  not  be  over 
50  cents,  other  days  it  may  be  $2.00. 
A  great  deal  depends  on  the  number 
of  cabs  which  are  used  and  the  num¬ 
ber  in  the  party.  The  fees  for  show¬ 
ing  a  party  of  three  or  four  over  a 
castle  or  through  a  gallerv  are  very 
often  little  greater  than  the  fee  for 
one  person.  It  is  possible  with  rea¬ 
sonable  care  to  make  a  European  trip 
for  $400.00,  and  for  $500.00  the  trip 
could  be  made  with  great  comfort. 
The  cost  of  living  in  Europe  has  in¬ 
creased,  as  in  this  country.  It  was 
possible  twenty  years  ago  to  make  a 
trip,  including  England,  Belgium,  Hol¬ 
land,  Berlin,  Dresden,  Nuremberg, 
Munich,  the  Passion  Play,  Switzer¬ 
land,  Italy,  as  far  as  Naples,  and  the 
Riviera,  as  far  as  Nice,  for  between 
$000.00  and  $700.00.  It  is  doubtful 
if  the  same  trip  to-day  could  be  made 
for  less  than  $900.00  to  $1,000.00. 
Those  who  are  obliged  to  limit  their 
expenditure  can  do  so  by  joining  a 
specially  conducted  party,  although  it 
is  probable  that  the  traveler  will  be 
much  better  satisfied  to  travel  by  him¬ 
self,  or  with  a  small  party  of  friends. 
A  large  tourist  agency  has,  however, 
gotten  up  a  system  entitled,  “Inclusive 
Independent”  system  of  traveling 
without  trouble.  This  will  commend 
itself  to  American  travelers  who  do 
not  wish  to  be  seen  in  the  company 
of  a  large  party  with  blatant  con¬ 
ductors,  and  who  nevertheless  desire 
to  be  relieved  of  the  worries  and  de¬ 
tails  connected  with  independent  trav¬ 
eling  tours,  and  which  go  far  to  mar 
the  full  enjoyment  of  the  tour  abroad. 
By  “Inclusive  Independent”  travel  is 
meant  that  not  only  is  the  traveling 
expenditure  necessary  to  a  tour,  in¬ 
cluded  in  the  quoted  fare,  but  that  the 
details  for  the  entire  journey  are  so 
thoroughly  worked  out  and  arranged 
beforehand  that  no  more  trouble  is  ex¬ 
perienced  by  the  traveler  than  is  in¬ 
curred  by  giving  orders  to  his  servants 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


29 


THE  NORTH  GERMAN  LLOYD  EXPRESS  STEAMER  “ KRONPRINZESSIN  CECILIE 

Abaft  the  tall  buildings  of  lower  New  York 
Length,  707  feet;  Tonnage,  20,000;  Horse  Power,  45,000 


30 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


at  home.  As  an  example,  let  us  sup¬ 
pose  that  a  man  is  taking  his  wife  and 
family  for  a  trip  abroad,  an  outline 
of  the  itinerary  is  submitted  to  a  tour¬ 
ist  agency  who  will  arrange  every  de¬ 
tail  of  the  journey'  so  that  at  each 
halting  place  the  travelers  will  be  met 
by  the  omnibus  from  the  hotel  where 
rooms  have  been  engaged  and  where 
they  will  be  welcomed  as  expected 
guests.  If  the  wish  has  been  expressed 
to  include  a  drive  to  some  place  of  in¬ 
terest.  or  for  a  guide  for  sight-seeing, 
he  will  simply  call  for  the  carriage  or 
the  guide,  as  the  case  may  be.  On  the 
expiration  of  the  stay  the  travelers 


weeks  tour  from  London  by  the  fol¬ 
lowing  route :  Harwich,  Antwerp, 
Brussels,  Luxemburg,  Strasburg, 
Baden-Baden,  Heidelberg,  Frankfurt, 
Wiesbaden,  the  Rhine,  Cologne,  Am¬ 
sterdam  and  The  Hague.  For  second 
class  accommodations  with  rooms  on 
the  second  floor,  and  for  sight-seeing, 
the  expense  is  23  guineas,  or  $173.30. 
Or  at  an  inclusive  price  of  $5.58  a 
day,  which,  considering  the  cost  in 
this  country,  seems  like  an  extremely 
low  figure.  The  combinations  which 
can  be  made  are  almost  endless  and 
the  trips  can  be  prolonged  at  will.  No 
person  need  be  deterred  from  a  Euro- 


im'iltc. 


TEA  IN  THE  PALM  GARDEN 


will  be  conveyed  to  the  train  or 
steamer,  as  the  case  may  he ;  they  will 
be  met  at  the  next  halting  place  as 
before,  and  so  on  to  the  end  of  the 
tour.  It  may  be  said  to  resemble  a 
succession  of  visits  to  the  houses  of 
friends.  This  method  can  be  applied 
to  tours  where  one  wishes  to  travel 
reasonably  as  well  as  to  where  the 
acme  of  luxurious  travel  is  desired. 
Second  class  tickets  may  be  secured  if 
desired,  and  still  the  traveler  will  have 
traveled  without  trouble.  As  an  in¬ 
stance  of  the  case,  let  us  take  a  three 


pean  trip  if  a  reasonable  amount  of 
money  is  forthcoming.  It  is  only  nec¬ 
essary  to  write  to  one  of  the  great 
tourist  agencies  and  give  an  outline  of 
what  is  required  and  in  a  general  way 
the  amount  of  money  available.  The 
matter  will  be  taken  up  by  expert  es- 
timaters  and  their  reply  will  be  forth¬ 
coming  in  a  few  days.  With  the  in¬ 
formation  and  advice  given  in  this 
book,  and  with  the  cost  of  the  va¬ 
rious  tours  as  outlined,  there  should 
be  little  difficulty  in  working  out  ap¬ 
proximately  the  cost  of  a  trip. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


31 


INDEPENDENT  TOURS 


Owing  to  the  fact  that  many  of  the 
railroad  companies  in  Europe  revise 
their  rates  of  fares  for  the  season  in 
March,  it  has  not  been  possible  to 
place  specific  information  relative  to 
tours  at  this  point  in  the  book.  It  is 
thought  that  the  reader  would  not  find 
it  onerous  to  consult  the  index  if  the 
information  ultimately  conveyed  would 
be  rendered  more  accurate  by  in¬ 
cluding  this  information  as  to  the  rail¬ 
ways,  tours,  etc.,  at  the  back  of  the 
book. 

A  SPECIMEN  TOUR  FIRST  AND 
SECOND  CLASS  WITH  EXTRA 
TIME  EXTENSION. 

European  travel  expense  fluctuates 
with  the  purse.  It  is  easy  to  map 
out  the  approximate  cost  of  a  simple 
tour  with  the  information  given.  For 
more  extended  tours  consult  a  tourist 


agency.  For  example  take  tour  No. 
34  in  back  of  book.  This  is  an  ex¬ 
cellent  one. 

Atlantic  Transport  Line, 

New  York  -  London, 

minimum  . .  $82 . 50 

Tour  No.  34,  second  class  74.55 
Cherbourg  to  New  York, 

German  ship .  87.50 

Steamer  Fees  .  12.00 

Baggage  Transfer  .  1.50 

Hotels,  60  days  at  $3.00.  .  180.00 

Sight-seeing  .  50.00 

Extra  Drives  .  10.00 

Extra  Tips  .  10.00 

Photographs  .  5.00 

Postcards  .  1.00 

Laundry  .  6.00 

Sundries  .  15.00 


$535.05 

By  using  the  second  class  on  the 
steamer  a  saving  of  $55.00  can  be 
effected. 

By  living  more  economically  at 
hotels  and  by  reducing  other  expenses, 
about  $75.00  more  could  be  saved ; 
we,  therefore,  have : 

$535.05 
less  130.00 


$405.05 

On  the  other  hand,  if  better  steamer 
accommodations  are  required,  as  the 
“Kronprinzessin  Cecilie”  one  way  and 
the  “Geo.  Washington”  the  other,  the 
expense  would  be  increased  by  $75.00 
or  $620.05  in  all,  and  if  $30.80  be 
added  for  first  class  travel,  on  rail¬ 


roads,  we  have  $650.85.  It  should  be 
remembered  that  this  is  for  minimum 
accommodations.  $100.00  more  would 
not  give  very  luxurious  accommoda¬ 
tions  on  the  crack  ships,  but  it  would 
on  the  slower  ships.  The  trip  could 
easily  be  extended  in  time,  making  it 
cost  about  $900.00  for  first  class  all 
through,  fine  accommodations  and 
money  to  spend,  so  we  have  an  identi¬ 
cal  trip  which  varies  $500.00  for  in¬ 
creased  accommodations  and  an  extra 
month. 

LANGUAGE 

The  English  language  is  sufficient 
for  travel  in  nearly  all  of  the  coun¬ 
tries  of  Europe  where  travelers  are 
accustomed  to  go  in  any  quantity. 
English  is  spoken  by  interpreters  at 
the  railroad  stations,  often  at  post 
offices,  and  invariably  at  all  hotels  of 
the  first  or  even  second  class ;  also  by 
waiters  in  restaurants.  The  fluency 
of  the  English  spoken  by  the  em¬ 
ployees  of  the  Swiss  railroads  is  some¬ 
thing  phenomenal.  A  knowledge  of 
French  is,  of  course,  highly  desirable. 
The  Travelers’  Vocabulary,  beginning 
on  page  17,  will  prove  of  value.  Bae¬ 
deker’s  Conversation  Manual  is  more 
extensive  and  sells  at  a  moderate 
price.  _ 


The  following  are  some  of  the  cargo  items  on 
a  large  express  steamer  of  18,500  tons: 
Corn  and  wheat,  170,000  bushels;  lubricating 
oil,  3,362  barrels;  lard,  6,225  barrels  and  tubs; 
dried  prunes,  11,625  boxes;  cottonseed  oil, 
700  barrels;  phonographs,  174.  cases;  type¬ 
writers,  73  cases;  sewing-machine  woodwork, 
867  cases;  agricultural  implements,  3,219 
packages.  In  all,  62  kinds  of  American 
products  were  loaded  into  this  one  vessel. 
After  deducting  the  cabin  space  for  1,450 
passengers  of  all  classes  and  bunker  space 
for  2,000  tons  of  coal,  there  remains  785,000 
cubic  feet  for  cargo.  If  loaded  exclusively 
with  one  kind  of  freight,  it  could  carry  any 
one  of  the  following  quantities:  590,000 
bushels  of  wheat,  or  628,000  of  corn;  31,000 
bales  of  cotton,  or  15,000  tons  of  copper; 
65,000  barrels  of  oil,  or  825,000  boxes  of 
dried  fruit. 


Those  who  wish  to  sec  the  difference  be¬ 
tween  the  modern  liner  of  to-dav  with  its  great 
luxury,  and  the  vessel  of  sixty  years  ago, 
should  read,  while  on  board,  Charles  Dickens’ 
account  of  his  early  voyages  to  America 
which  are  given  in  “  American  Notes”  and 
“  Martin  Chuzzlcwit.” 


One  steamship  company  keeps  eggs  fresh 
by  covering  them  with  fresh  butter  as  soon  as 
received,  placing  them  on  straw  and  turning 
them  every  day. 


32 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


A  “GRAND  TOUR” 


The  following  is  a  delightful  tour 
and  the  merits  of  the  sights  can  be 
vouched  for  by  the  writer  as  he  has 
made  it.  Start  from  London,  making 
stops  at  Rochester  and  Canterbury ; 
at  Dover  take  steamer  to  Ostend.  This 
is  rather  a  long  Channel  trip,  and  is 
apt  to  be  rather  hard  on  the  bad 
sailor.  Of  course,  the  trip  can  be 
made  by  way  of  Calais  and  rail  at 
greater  expense.  On  arriving  at  Os¬ 
tend  take  the  train  for  Bruges  which 


A  SUGGESTION  OF  A  MODERN  HOTEL 
IN  THE  STATEROOMS 

is  a  comfortable  place  to  pass  the 
night.  A  few  hours  will  exhaust  the 
sights,  and  the  journey  to  Ghent  can 
then  be  begun  ;  half  or  three-quarters 
of  a  day  is  sufficient  for  sight-seeing 
in  this  city.  Then  take  the  train  for 
Brussels  ;  two  days  can  be  profitably 
spent  in  this  delightful  city  which  is 
a  Paris  in  miniature.  The  battlefield  of 
Waterloo  should  be  visited,  which  will 
require  about  half  a  day;  the  train 
should  then  be  taken  to  Antwerp, 
where  a  day  may  be  spent.  From 


Antwerp  the  train  may  be  taken  for 
Rotterdam,  where  one  day  will  be 
sufficient  to  see  the  pictures  in  the 
galleries.  It  should  be  remembered 
that  the  distances  in  Holland  are  very 
short  and  a  great  deal  of  sight-seeing 
can  be  crowded  into  a  single  day ; 
it  is  possible  to  see  all  the  principal 
sights  in  Holland  in  three  or  four  days. 
From  Rotterdam  the  train  should  be 
taken  to  Delft,  and  from  there  to  The 
Hague,  and  an  excursion  made  to 
Scheven ingen  which  is  a  famous  Dutch 
watering  place  which  is  celebrated  all 
over  Europe.  From  The  Hague  the 
journey  should  be  made  to  Leyden, 
which  is  visited  by  all  Americans  who 
have  any  respect  for  the  history  of 
their  country.  All  readers  of  Motley’s 
“Rise  of  the  Dutch  Republic”  will  also 
be  particularly  interested  in  this  im¬ 
portant  town.  From  Leyden,  take  the 
train  to  Haarlem,  and  finally  arrive  at 
Amsterdam,  where  at  least  two  days 
should  be  spent.  There  are  many  side 
trips  which  can  be  made  from  Am¬ 
sterdam  at  comparatively  small  ex¬ 
pense,  such  as  Alkmaar  and  Hoorn, 
also  the  Island  of  Maarken  and  Mon- 
nikendam  and  Broek.  The  islands  of 
the  Zuyder  Zee  are  particularly  inter¬ 
esting.  From  Amsterdam  the  train 
should  be  taken,  preferably  at  night, 
for  Cologne ;  the  train  will  pass 
through  Utrecht  and  a  few  other  com¬ 
paratively  unimportant  places.  After 
visiting  the  various  sights  in  Cologne, 
an  early  train  should  be  taken  from 
Bonn  to  save  time,  and  the  steamer 
taken  as  far  as  Konigswinter,  from 
which  point  a  railroad  runs  up  the 
mountain  and  the  view  from  the 
Drachenfels  is  very  fine.  It  is,  _  of 
course,  interesting  to  all  Wagnerian 
enthusiasts  as  on  the  mountain  is  the 
site  of  the  cave  where  Siegfried  killed 
“Fafner,”  the  dragon.  Another  steamer 
should  then  be  taken  up  the  Rhine  as 
far  as  Coblentz.  If  the  trip  has  been 
accurately  timed,  it  is  possible  to 
catch  an  express  steamer  for  Mayence. 
From  Mayence  take  the  train  to 
Worms  and  Heidelberg:  from  Heidel¬ 
berg  take  the  train  to  Frankfort,  and 
then  to  Eisenach,  Erfurt,  and  Wie- 
mar,  which  is  one  of  the  most  inter¬ 
esting  cities  in  Germany.  Then  travel 
to  Leipsic  and  Berlin.  A  trip  should 
be  taken  to  Potsdam  and  an  excursion 
should  be  made  to  the  Spreewald.  A 
stay  of  at  least  three  or  four  days 
should  be  made  in  Berlin ;  the  train 
should  then  be  taken  to  Dresden, 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


33 


where  a  stay  of  at  least  two  days 
should  be  made.  The  night  train  should 
be  taken  from  Dresden  to  Nuremberg, 
where  at  least  two  days  should  be 
spent.  From  Nuremberg,  the  trip 
should  be  made  to  Munich  which  is  a 
long  ride,  but  the  journey  can  be 
broken  at  Ratisbon,  which  is  highly  in¬ 
teresting,  an  old  town  in  almost  its 
pristine  state.  An  excursion  can  be 
made  from  Ratisbon  to  the  Walhalla 
which  is  not  visited  by  very  many 
travelers.  At  least  three  or  four  days 
should  be  spent  in  Munich,  and  by  all 
means  the  Passion  Play  should  be 
seen.  It  is  necessary  to  make  arrange¬ 
ments  before  leaving  home,  or  before 
leaving  London  at  any  rate,  if  the 
Passion  Play  is  to  be  visited,  as  the 
accommodations  are  largely  in  the 
hands  of  tourist  agencies,  steamship 
companies,  etc.  Tickets  for  the  entire 
trip  should  be  bought  en  bloc' as  far  as 
this  point.  From  Munich  take  the 
railroad  to  Lindau  on  Lake  Constance, 
and  take  the  boat  to  Constance.  Then 
take  the  train  to  Schaffhausen  and 
go  from  Schaffhausen  to  Zurich.  The 
special  tickets  for  Switzerland  which 
are  referred  to  elsewhere,  offer  great 
possibilities  for  the  tourist.  The  fol¬ 
lowing  places  should,  however,  be  vis¬ 
ited,  even  by  those  who  are  pressed 
for  time :  Luzerne,  Berne,  Interlaken, 
Lake  of  Geneva,  Geneva,  and  Cha- 
mounix.  One  of  the  great  passes  may 
be  traversed  by  diligence,  or  the  new 
Simplon  Railway  may  be  used.  The 
Italian  lakes,  Maggiore  and  Como, 
shoifld  be  visited.  Milan  is  the  first 
large  Italian  city  which  will  be 
reached.  The  circular  tour  tickets  in 
Italy  allow  of  a  large  number  of  itiner¬ 
aries,  but  the  following  is  especially 
recommended  :  Milan,  Verona,  Vicenza, 
Padua,  Venice,  Ferrara,  Bologna,  tak¬ 
ing  a  side  trip  to  Ravenna,  then 
Florence  (side  trip  to  Siena),  Arezzo, 
Perugia  and  Rome  (take  side  trips  to 
Tivoli,  the  Alban  Mountains,  and  the 
mouth  of  the  Tiber).  At  least  ten 
to  twenty  •  days  should  be  spent  in 
Rome  and  good  arrangements  can  be 
made  en  pension  for  a  stay  of  this 
length.  From  Rome  a  trip  may  be 
made  to  Naples  and  side  trips  should 
be  made  to  Pozzuoli,  Mount  Vesuvius, 
Capri,  Sorrento,  Amalfi,  and  Salerno. 
From  Naples  the  visitor  retraces  his 
steps  to  Rome  and  takes  a  night  train 
for  Pisa.  Genoa  is  the  next  point  of 
interest ;  from  Genoa  the  return  trip 
may  be  made  by  way  of  Turin  and  the 
Mont  Cenis  tunnel,  or  the  trip  may 
be  made  along  the  Riviera  to  Mentone. 


Monaco  (Monte  Carlo)  and  Nice; 
from  Nice  there  is  a  spendid  train 
service  to  Paris.  From  Paris  the  re¬ 
turn  may  be  made  to  London  by  way 
of  Calais  and  Dover.  The  expense  of 
a  railroad  ticket  second  class,  first 
class  on  the  steamers  and  first  class  in 
Italy,  will  be  about  $150.00-$160.00, 
depending  on  the  length  of  the  side 
trips,  etc.  Any  tourist  agency  will  be 
glad  to  quote  prices  for  similar  tours, 
and  one  of  the  largest  have  quoted  us 
the  figure  named,  which  is,  however, 
subject  to  change  as  are  all  rates.  This 
will  make  a  fine  trip  for  the  summer 
and  fall,  assuming  that  passage  is 
taken  about  the  first  of  June.  To  make 
this  trip  comfortably,  including  a  stay 
of  two  weeks  in  England,  at  least  four 
months  would  be  required  from  New 
York  back  to  New  York.  Assuming 
that  the  passage  money  for  the  round 
trip  is  $200.00,  the  total  cost  of  this 
trip  would  be  somewhere  between 
$750.00  and  $900.00,  depending  on 
hotels,  the  number  of  carriage  rides 
taken,  etc.  With  $750.00  economy 
would  have  to  be  practiced,  but  for 
$900.00  the  trip  could  be  taken  on  a 
very  liberal  scale.  Twenty  years  ago 
it  was  possible  to  make  a  trip  of  this 
kind  as  low  as  $660.00,  but  the  cost 
of  ocean  transportation  has  somewhat 
increased.  It  is  of  course,  possible 
to  make  large  additions  to  a  trip  of 
this  kind ;  with  time  and  money  such 
side  trips  as  Vienna  or  Sicily  and  tours 
among  the  French  chateaus,  can  be 
made. 

PERSONALLY  CONDUCTED 
TOURS 

Where  personally-conducted  tours 
are  cited  some  correspondence  should 
take  place  with  the  tourist  agency. 
The  following  questions  should  be 
asked  and  answered  before  booking : 
“What  class  of  steamer  accommoda¬ 
tions?  Inside — outside  room,  number 
in  stateroom?”  “Does  the  rate  include 
nil  meals?”  “Does  the  rate  include  a 
trunk,  and  if  so  of  what  weight?” 
"Does  the  rate  include  the  transport 
of  hand-baggage  from  the  railway  car¬ 
riage  to  hotel  room?”  “Are  landing 
and  embarking  fees  included?”  “Are 
fees  to  hotel  servants  included?”  Some 
programs  fully  advise  as  to  these 
points  as  well  as  just  what  an  excur¬ 
sion  includes.  Plenty  of  spending 
money  should  be  allowed,  say  7  to  10 
per  cent,  of  the  amount  involved.  Fees 
to  stewards  on  steamers  are  not  usually 
included,  but  they  are  in  some  cases, 


34 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


and  the  organizers  of  the  trip  will  not 
be  slow  to  announce  this  fact  when  it 
is  included  in  the  sum  total.  Many 
tours  giving  specific  times,  steamers, 
etc.,  are  included  solely  to  enable  the 
prospective  traveler  to  get  a  rough 
idea  of  what  may  be  expected  for 
about  so  much  money.  Remember 
that  all  rates  are  constantly  changing 
and  the  fares  quoted  are  subject  to 
alteration  without  notice.  This  point 


expense  seems  to  be  about  the  same 
except  in  the  case  of  Egyptian,  Holy 
Land  tours,  and  “Around  the  World” 
tours,  when  both  the  expense  and 
trouble  are  very  much  decreased  by  the 
personally  conducted  tours. 

The  large  steamship  companies  often 
have  tours  which  make  immense  sav¬ 
ings  with  great  comfort.  These  are 
usually  called  “Cruises.”  It  is  always 
better  to  have  a  comfortable  berth  in  a 


Y/”\a 

\ 

/ 

\  —  ■ 

/ 

THE  BAND 

Is  an  institution  liked  by  many  travelers  on  the  German  Steamers 


cannot  be  loo  strongly  borne  in  mind. 
Some  of  the  tours  given  include  no 
prices,  as  the  itineraries  will  be 
changed  more  or  less  by  the  traveler. 
With  this  information  in  mind  the 
reader  will  have  little  difficulty  in 
spending  his  money  to  the  best  ad¬ 
vantage.  The  question  of  tours  is  the 
most,  perplexing  and  delicate  with 
which  the  writer  has  had  to  deal  in 
this  book. 

There  are  a  number  of  tourist 
agencies  of  the  highest  class  which 
carry  out  their  engagements  to  the 
letter.  Many  travelers,  however,  claim 
that  they  prefer  to  go  by  themselves 
or  in  selected  parties  of  friends.  The 


steamer  with  electric  light  and  electric 
fans  and  attentive  stewards,  than  to 
be  in  a  vermin-infested  hotel  of  a  type 
which  does  not  appeal  to  American 
visitors. 

Some  tourist  agencies  charter  entire 
steamers  for  extended  voyages,  par¬ 
ticularly  for  trips  to  the  Mediterra¬ 
nean  and  the  Orient.  Thus  we  find 
that  a  German  Lloyd  steamship  was 
chartered  for  a  trip  extending  from 
February  5  to  April  19,  1910,  a  tour  of 
73  days,  costing  only  $400.00  and  up¬ 
ward.  Smaller  excursions  are  run 
each  year  from  New  York  and  some¬ 
times  from  Boston.  It  should  be  con¬ 
sidered  that  a  boat  of  this  size,  13,200 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


35 


THE  NORTH  GERMAN  LLOYD  STEAMER  “KAISER  WILHELM  II.” 
Entering  the  River  Weser  at  Bremenhafen 


36 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


tons,  is  the  most  comfortable  ship  for 
a  long  cruise.  This  price  includes 
shore  excursions,  guides,  drives,  hotel 
accommodations,  fees  and  all  necessary 
expenses.  It  gives  ample  time,  24 
days,  to  Palestine  and  Egypt.  The 
trip  is  arranged  so  that  the  travelers 
can  spend  16  days  in  Egypt  and  a 
week  in  Palestine,  or  a  fortnight  in 
the  Holy  Land  and  9  days  in  Egypt. 
Many  single  rooms  are  provided  for 
in  these  excursions  at  an  expense  of 
.$500  and  upwards. 

The  cost  of  the  cruise  provides 
also  for  the  return  by  a  number  of 
first  class  express  steamers  if  a  stop¬ 
over  is  desired  in  Europe.  Excursions 
of  this  kind  offer  unique  advantages. 
In  the  first  place,  there  is  no  un¬ 
certainty  as  to  hotels,  meals  or  rail¬ 
roads.  The  party  is  under  the  charge 
of  very  competent  directors  and  con¬ 
ductors.  It  is  possible  with  excursions 
of  this  kind,  for  small  parties  of 
friends  to  keep  together  as  much  as 
they  like,  so  that  there  is  no  feeling 
of  the  ordinary  “personally  conducted” 
tour.  Lectures  and  entertainments  are 
given  at  sea  during  the  cruise,  and 
sometimes  there  are  a  number  of 


events ;  thus  on  March  30  we  find  the 
following  schedule  : 

10  A.  M. — Travelers’  Club.  Topic — 
Egypt. 

2.30  P.  M.  —  Progressive  Bridge 
Whist. 

8.30  P.  M. — Lecture,  “Rome,  Ancient 
and  Modern.”  Farewell  Concert  by 
the  Musical  Club. 

This  is  certainly  enough  for  one  day 
at  sea. 

The  question  of  personally  conducted 
tours  is  an  interesting  one,  and  the 
traveler  must  decide  for  himself.  They 
are  recommended,  however,  to  women 
traveling  alone.  In  any  event  this 
book  will  be  useful  on  the  sea  even  if 
“personally  conducted.”  We  have  be¬ 
fore  us  as  we  write,  the  programme 
of  tours  of  the  largest  company  in  the 
business.  We  find  tours  which  grade 
from  $1,165.00  for  89  days  down  to  52 
days’  tour  as  low  as  $310.00.  The 
Hamburg-American  Line,  the  North 
German  Lloyd,  the  White  Star  and 
other  lines  run  cruises  annually.  Get 
a  programme,  which  is  freely  sent  with 
full  particulars  on  application. 


EDUCATIONAL  TOURS. 


There  are  a  number  of  people  who 
combine  instruction  in  art  and  litera¬ 
ture  with  traveling  in  their  tours.  The 
following  is  an  example  of  a  tour  for 
ladies  offered  by  an  artist.  Mrs.  Fanny 
Rowell,  15  Gramercy  Park,  New  York 
City.  The  expense  of  the  entire  tour 
is  $700.  The  party  started  on  April 
16,  1910,  and  New  York  is  supposed  to 
be  reached  on  July  9.  This  will  give 
some  idea  of  what  may  be  expected 
in  a  first-class  tour  of  this  kind,  with 
advantages  of  the  best  guides,  car¬ 
riages,  etc. 

Leave  New  York  Saturday,  April  16th, 
on  S.  S.  Barbarossa  (11  a.  m.),  North  German 
Llyod  Mediterranean  liner,  pass  the  Azores, 
entering  Spain  by  Gibraltar,  cross  to  Tan¬ 
gier;  return  to  Algeciras,  Spain,  Ronda, 
Bobodilla,  Grenada — The  Alhambra,  Sevilla, 
Cordova,  Alcazar,  Madrid,  Toledo,  Saragossa, 
Barcelona.  Leaving  Spain  by  the  Southern 
Frontier  to  Marseilles,  France,  Riviera,  Nice, 
Monte  Carlo,  Monaco,  Genoa,  Italy.  May 
12th,  by  North  German  Lloyd  steamer  to 
Naples,  remain  until  18th;  Capri — Sorrento, 
Amalfi,  Pompeii;  Rome.  19th — one  week. 
May  26th,  Siena;  28th,  Pisa  to  Florence, 
June  2d,  Padua  to  Venice.  7th,  Through  Tyro- 
lean  Alps.  Coaching — Bellino,  Pieve  di 
Cadore,  Corteno,  Toblach.  14th,  Inns¬ 
bruck,  capital  of  Tyrol.  16th,  Munich, 
capital  of  Bavaria,  Passion  play,  Ober- 


ammergau,  19th.  20th,  Vienna,  26th,  Prague 

to  Dresden.  Berlin,  27th,  28th,  29th. 

Hamburg,  30th,  reaching  New  York  by 
new  large  S.  S.  Cincinnati,  Hamburg-American 
line,  July  9th. 

BARGAINING. 

Except  in  England,  bargaining  is 
almost  universal,  except  in  the  very 
large  shops,  like  the  Bon  Marche,  in 
Paris.  In  Italy  there  are  few  fixed 
prices.  _ 

A  chair  has  been  designed  to  prevent  sea¬ 
sickness.  This  chair  has  been  actually 
tested  on  a  voyage  and  a  number  of  passengers 
who  were  badly  upset  by  the  pitching  of  the 
ship  declared  that  while  they  were  in  the 
chair  they  felt  no  bad  effects  whatever,  but 
when  they  no  longer  used  it,  the  seasickness 
in  some  cases  at  once  returned,  although  not 
in  others.  The  chair  is  operated  by  a  motor 
which  serves  to  give  the  seat  and  back  motion; 
the  long  movements  of  the  vessel  are  thus 
broken  up  and  are  constantly  interrupted  by 
brief  movements  in  the  opposite  direction, 
thus  counteracting  the  causes  which  produce 
seasickness.  _ 

Remember  that  the  purser  only  carries  a 
limited  supply  of  foreign  currency  and  that 
he  can  only  exchange  money  for  passengers 
to  a  limited  amount.  Do  not  calculate  to  do 
any  more  than  pay  your  ship’s  account  with 
steamship  checks  if  you  use  them. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


37 


STEAMSHIP  OFFICES. 


The  list  (pages  38-39)  has  been  pre¬ 
pared  with  great  labor.  It  contains 
the  names  and  addresses  of  all  of  the 
Steamship  Companies  having  offices  in 
New  York  City.  The  list  gives  the  ad¬ 
dresses  of  the  offices,  the  location  of 
the  piers,  whether  in  New  York  prop¬ 
er,  in  Hoboken,  or  in  Brooklyn,  also 
the  telephone  numbers  of  the  piers. 
While  every  effort  is  made  to  make 
this  list  as  full  as  possible,  it  should 
be  mentioned  that  changes  are  likely 
to  occur  at  any  time.  The  telephone 
numbers  have  been  very  kindly  revised 
by  the  Directory  Department  of  the 
New  York  Telephone  Company.  Of 
course,  if  the  telephone  numbers  have 
been  changed,  “Central”  will  be  glad 
to  give  the  new  numbers — ask  for 
“Information.”  If  you  use  this  book 
after  it  is  more  than  a  year  or  eighteen 
months  old,  dating  the  time  from  April 
15.  1910,  the  regular  telephone  book 
should  be  consulted  before  calling,  as 
neither  the  writer  nor  the  telephone 
company  can  take  any  responsibility 
for  call  numbers  after  about  a  year, 
as  changes  are  very  numerous,  addi¬ 
tional  exchanges  being  installed  from 
time  to  time  and  old  numbers  being 
assigned  to  new  subscribers  after 
about  a  year. 

STEAMSHIP  COMPANIES  IN  BOSTON 


Main 

7044 

Main 

2245 

Main 

4930 

Fort  Hill 

1472 

Main 

4930 

Main 

4353 

E.  Bost. 

110 

Main 

4930 

Main 

1860 

Main 

7144 

Main 

4930 

Main 

4930 

E.  Bost. 

135 

Main 

854 

Main 

4930 

Main 

3956 

Fort  Hill 

2390 

Main 

6920 

Main 

3956 

Main 

6456 

Allan  Steamship  Co.,  110 
State 

Am.  Hawaiian  S.  S.  Co.,  9 
Doane 

American  Line,  84  State 
Anchor  Line,  Bromfield,  cor. 
Wash 

Atlantic  Transport  Line,  84 
State 

Cunard  Steamship  Co.,  126 
State  ' 

Wharf,  East  Boston 
Dominion  Line,  See  White 
Star  Line,  84  State 
French  Line  Steamers,  306 
Wash. 

Hamburg-American  Line,  90 
State 

Holland-America  Line,  84 
State 

Leyland  Line,  84  State 
Leyland  Steamship  Line,  E.B. 
North  German  Lloyd  S.  S. 

Line,  83  State 
lied  Star  Line,  84  State 
Royal  Mail  Steam  Packet 
Co.,  200  Washington 
St.  John,  Boston  &  Cuba  S. 
S.  Co.,  221  Board  Trade 
bldg. 

United  Fruit  Co.,  Long  Wharf 
City  Passenger  Office,  200 
Washington 

900  Board  of  Trade  bldg. 
General  Office. 


Main  * 

3956 

Ward  Line,  200  Washington 

Fort  Hill 

1500 

Warren  Line  Boston  to  Liv¬ 
erpool,  110  State 

Main 

4930 

White  Star  Line,  84  State 

Chasn 

27 

Dock,  Pier  43,  44,  Charles¬ 
town 

Main 

4930 

Wilson  &  Furness  Leyland 
Line,  Ltd.,  84  State 

Chasn 

112 

Charlestown 

Main 

2493 

Wilson  Line  Steamers,  203 
Chamber  Commerce 

The  following  is  a  list  of  the  New 
YTork  offices  of  various  railroads 
abroad,  with  addresses  and  telephone 
numbers  : 


Telephone. 
Barclay  7100 

Frank] n  2681 

Frankln  2241 

Frankln  4470 

Frankln  4330 

Mad.Sq.  6368 

Mad.Sq.  4630 

Mad.Sq.  4630 

Mad.Sq.  1630 
Mad.Sq.  4630 
Mad.Sq.  4630 
Mad.Sq.  4630 

Mad.Sq.  3452 


Name  and  Address. 

Midland  Railway,  245 
Broadway. 

Great  Western  Railway, 
355  Broadway. 

Great  Central  Railway, 
355  Broadway. 

Netherland  State  Rail¬ 
roads,  355  Broadway. 

Great  Eastern  Railway, 
362  Broadway. 

Swiss  Federal  Railways, 
241  Filth  Ave. 

Italian  State  Railways, 
281  Fifth  Ave. 

International  Sleeping 
Car  Co.,  281  Fifth 
Ave. 

North  Chinese  Railway 
Co.,  281  Fifth  Ave. 

Austrian  State  Rail¬ 
ways,  281  Fifth  Ave. 

Trans-Siberian  Railway, 
281  Fifth  Ave. 

London  and  South¬ 
western  Railway, 
281  Fifth  Ave. 

London  and  North  West¬ 
ern  Railway,  287 
Fifth  Ave. 


The  following  addresses  will  be 
found  valuable  for  those  who  wish  to 
plan  tours,  to  look  after  banking  mat¬ 
ters,  etc. : 


Telephone. 

Rector 

3900 

Broad 

2617 

Broad 

1551 

Rector 

4254 

Bryant 

4417 

Bryant 

4417 

Barclay 

7100 

Mad.Sq. 

3070 

Mur.-hil 

3553 

Plaza 

1407 

Name  and  Address. 

American  Express  Co., 
65  Broadway. 

Davies,  Turner  &  Co., 
forwarders,  24  White¬ 
hall  St. 

Pitt  &  Scott,  forwarders, 
60  Pearl  St. 

Allison,  Alexander  D. 
D„  45  Broadway. 

Clark,  Frank  C.,  Times 
building. 

Clark’s  Tours,  Times 
building. 

Cook,  Thpmas  &  Son, 
245  Broadway. 

Cook.  Uptown  Office, 
1200  Broadway. 

Cook.  5th  Ave.  Branch, 
563  5th  Ave.  • 

Cook.  Mad.  Ave.  Branch, 
649  Madison  Ave. 


38 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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STEAMSHIP  LINES,  OFFICES  AND  PIERS,  PORT  OF  NEW  Y ORK — Continued 


39 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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Broad  4715 
Frank!  n  1940 
Broad  4715 
C’tland  5113 
Gramrcy  359 
Styvsnt  1082 
Bryant  788 

Lenox  498 

B'kman  4863 
Broad  4715 
Mad.Sq.  5432 
Mur. -hit  123 
Gramrcy  372 
Mur.-hil  1464 
Frankln  4470 
Broad  6002 
Bryant  1933 
Mad.Sq.  6270 
Columb.  4797 
Columb.  4797 
("tland  4057 
Mad.Sq.  3628 
Rector  3730 


De  Potter  Tours,  32 
Broadway. 

Frank  Isaac,  347  Broad¬ 
way. 

Gastineau,  Edmoud,  32 
Broadway. 

Gibson  Tourist  Co.,  99 
Nassau. 

Gillespie-K  i  n  p  o  r  ts,  1 
Madison  Ave. 

Harris,  Louie  J.,  142  E 
14tk. 

Hodgman’s  European 
Auto  Tours,  25  W. 
42d. 

International  Traveling 
&  Money  Exchange 
Co.,  1*190  2d  Ave. 

Iveewaydin  Camps  Co., 
150  Nassau. 

Manley,  It.  M.,  32 

Broadway. 

Marsters,  G.  E.,  31  W. 
30th. 

McCann's  Tours,  Broad¬ 
way  &  34th. 

Me  C  I  u  r  e  ’  s  Tourists 
Agency,  44  E.  23d. 

McGrane's  Catholic 
Tours,  505  Fifth  Ave. 

Netherland  State  Rys., 
355  Broadway. 

Northern  Tourists  Bu¬ 
reau,  18  Broadway. 

N.  Y.  Tourists  Agcy., 
Times  building. 

Raymond  &  Whitcomb 
Co..  225  5th  Ave. 

Royal  Tourist  Car  Co., 
Broadway  &  62d. 

Royal  Shop,  80  West 
End  Ave. 

Smith,  Aiming  J.,  149 

Broadway. 

Tabet's  Tourists  Agcy., 
389  5th  Ave. 

Weinacht,  Richard,  59 
Broadway. 


For  other  addresses  see  the  classified 
business  directory,  or  the  classified 
telephone  book.  This  is  usually  pro¬ 
duced  only  on  request  at  pay  stations, 
and  is  called  the  “Red  Book.”  No 
apology  is  at  all  necessary  for  publish¬ 
ing  lists  of  this  kind  as  the  informa¬ 
tion  conveyed  is  intended  to  help  the 
prospective  traveler. 

CONSULATES  IN  NEW  YORK. 
Telephone — Broad  1178,  Chinese  Con¬ 
sulate,  18  Broadway. 

Telephone — Broad  5949,  Colombian 
Consulate,  24  State  St. 
Telephone — Broad  5552,  Consul  Gen¬ 
eral  of  Costa  Rica,  06  Beaver  St. 
Telephone — Broad  1217.  Consul  Gen¬ 
eral  of  Denmark,  130  Pearl  St. 
Telephone — Broad  321,  Consul  of 
Guatemala.  2  Stone  St. 

Telephone — Broad  334,  Consulate 
General  of  Bolivia,  2  Stone  St. 


40 


SCIENTIFIC  AMERICAN 


Telephone — Rector  3714,  Consulate 
General  of  Ecuador,  11  Broadway. 

Telephone — Broad  1498,  Consulate 
General  of  Norway,  17  State  St. 

Telephone — Broad  1549,  Consulate 
General  of  Panama,  18  Broadway. 

Telephone— Broad  2115,  Consulate 
General  of  Peru,  25  Broad  St. 

Telephone — Broad  4999,  Consulate 
General  of  Spain,  IS  Broadway. 

Telephone — John  459,  Consulate  Gen¬ 
eral  of  Venezuela,  1  Liberty  St. 

Telephone — Broad  3559,  Consulate 
of  Nicaragua,  66  Beaver  St. 

Telephone — Worth  2319,  Consulate 
of  Paraguay,  309  Broadway. 

Telephone — Rector  1313,  Dominican 
Consulate,  31  Broadway. 


HANDBOOK  OF  TRAVEL 


Telephone- — Broad  5902,  Honduras 
Consul,  66  Beaver  St. 

Telephone — John  1108,  Japanese  Con¬ 
sul,  60  Wall  St. 

Telephone — Murray  Hill  4695.  Per¬ 
sian  Consulate  General,  501  5th 
Ave. 

Telephone— Spring  6185,  Russian  Con¬ 
sulate  General,  22  No.  Washington 
Square. 

Telephone — Broad  6099.  Swedish 
Chamber  of  Commerce,  Produce  Ex¬ 
change  Annex. 

Telephone — Broad  6619,  Turkish  Con¬ 
sul  General,  59  Pearl  St. 

Telephone  numbers  subject  to 

change,  but  “Central”  will  give 

chances. 


AMBROSE  CHANNEL  LIGHTSHIP 


PIER  PERMITS 
It  is  a  mistake  to  suppose  that  your 
friends  can  come  on  to  the  pier  to 
meet  you  on  arrival  in  New  York,  al¬ 
though  it  is  true  that  they  can  meet 
you  at  the  exit  of  the  pier.  In  order 
to  go  on  a  pier  and  be  present  while 
the  baggage  is  being  examined  requires 
a  permit  from  the  Collector  of  the 
Port,  countersigned  by  the  Surveyor 
of  the  Port.  Such  permits  can  be  se¬ 
cured  by  sending  a  letter  to  the  Col¬ 
lector  of  the  Port  stating  the  name 
of  the  steamer  which  it  is  desired  to 
meet,  and  the  probable  day  of  arrival ; 
stamps  should  accompany  this  appli¬ 
cation.  Applications  may  be  made  in 
person  in  Room  241,  Custom  House, 
Bowling  Green.  According  to  rule 
only  two  permits  are  given  to  meet 


each  passenger,  but  there  is  usually 
great  latitude  in  the  enforcement  of 


Gat.  No.  SJJ*. 

CUSTOMS  SERVICE. 

©flier  nf  the  S'ururynr.  Jlart  nf  Nrm  hark. 

Admit  within  customs  lines  on  pier  of  Steamship 

BERUN 

Mr. 

(  mar  l  1910  A*£urve^  / 

2— 6J7 

X^L^/.ViC^^ling  Secretary 

FACSIMILE  OF  PIER  PERMIT 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


41 


the  rule,  and  it  is  not  likely  that  an 
application  will  be  refused.  Take  no 
bags  or  parcels  to  the  pier  and  stand 
clear  when  the  inspectors  are  working 
on  your  friend's  baggage.  While  it 
is  quite  a  good  deal  of  trouble  to  get 
one  of  these  permits,  the  advantage  of 
meeting  dear  friends  fully  an  hour  be¬ 
fore  they  will  see  them  otherwise  al¬ 
ways  makes  the  effort  worth  the  while. 
Permits  to  meet  the  incoming  vessel  at 
Quarantine  are  given  only  in  extreme 
cases,  and  they  should  not  be  asked 
for  except  in  such  extraordinary 
emergency  as  fatal  illness,  etc. 

VISITING  STEAMSHIPS 

It  is  usually  possible  to  visit  a 
steamer  the  day  before  sailing,  and  it 
is  always  possible  to  go  on  board  an 
hour  or  so  before  sailing  to  say  good- 
by  to  friends.  It  is  the  practice  of 
some  companies  to  issue  a  permit  to 
visit  a  ship  any  time  when  she  is  in 
port. 

When  a  vessel  sails  early  in  the 
morning,  friends  of  passengers  should 
go  on  board  and  say  good-by  during 
the  evening.  Where  the  vessel  sails 
at  a  reasonable  hour,  say  nine  or  ten 
o’clock  in  the  morning,  or  in  the  af¬ 
ternoon,  visitors  are  welcome.  They 
should,  however,  leave  promptly  when 
the  bugle  or  whistle  sounds  and  when 
the  stewards  make  their  call  in  the 
passage :  “All  ashore  that  are  going 
ashore.”  Visitors  who  are  carried 
awav  from  the  pier  are  likely  to  find 
their  return  by  the  way  of  a  tug 
or  the  pilot  boat  disagreeable.  In 
extreme  cases  passengers  who  have 
been  delayed  are  sometimes  put  on 
board  the  steamer  in  mid-stream  from 
tugs.  Do  not  trust  to  this,  however. 
Be  in  New  York  or  other  port  of  de¬ 
parture  the  day  before.  You  will  save 
much  anxiety  by  doing  this,  and  you 
will  also  be  sure  of  your  baggage.  Do 
not  trust  to  Sound  or  coastwuse 
steamers  to  make  connections  for  you. 

HOW  TO  GET  TO  HOBOKEN. 

The  stranger  who  is  within,  our 
gates  is  often  bothered  to  know  how  to 
get  to  Hoboken,  where  three  large 
steamship  lines  dock :  namely,  the 
Hamburg- American,  the  North  Ger¬ 
man  Lloyd,  and  the  Holland-America 
lines.  If  you  go  by  carriage  or  auto¬ 
mobile  you  can  go  by  Barclay  Street 
Ferry,  Christopher  Street  Ferry,  or 
Twenty-third  Street  Ferry,  the  latter 
being  the  nearest  to  the  Grand  Cen¬ 
tral  Station  and  the  new  Pennsylvania 
Terminal  at  Thirty-third  Street  and 


Seventh  Avenue.  The  Fourth  Ave¬ 
nue  cars  transfer  to  the  Twenty-third 
Street  cars,  so  that  the  trip  can  be 
made  from  the  Grand  Central  Station 
in  thirty  minutes.  From  the  new 
Pennsylvania  Terminal,  take  the  Sixth 
Avenue  car  and  transfer  at  Twenty- 
third  Street  to  cars  going  west.  Ac¬ 
cording  to  the  rule,  only  four  auto¬ 
mobiles  can  be  carried  on  one  ferry¬ 
boat,  so  that  ample  time  should  be  al¬ 
lowed.  There  are  other  routes  which 
can  be  taken  by  those  who  are  very 
familiar  with  the  city,  but  their  use  is 
not  advised  for  strangers.  The  tunnel 
routes  to  Hoboken  are  especially  rec¬ 
ommended.  The  running  time  from 
Twenty-third  Street  and  Sixth  Ave¬ 
nue  is  only  seventeen  minutes,  or  fif¬ 
teen  minutes  from  the  Hudson  Ter¬ 
minal  Building,  Fulton  and  Church 
Streets,  New  York  City.  The  fare  in 
the  tunnel  is  five  cents,  the  cars  are 
clean  and  well  lighted,  and  the  service 
is  very  frequent.  Those  who  leave  the 
Pennsylvania  Station  in  Jersey  City, 
can  get  to  Hoboken  in  a  few  minutes 
by  taking  the  proper  train.  The  il¬ 
luminated  signs  make  it  almost  impos¬ 
sible  to  take  a  train  going  in  the 
wrong  direction.  Passengers  arriv¬ 
ing  by  the  Erie  Road  can  also  be 
taken  to  Hoboken  bv  the  tunnel.  The 
most  convenient  way  for  passengers 
arriving  at  the  Grand  Central  Station 
to  reach  Hoboken  piers  is  to  take  a 
subway  express  train  to  Fulton  Street, 
and  then  walk  one  block  west  to  the 
Cortlandt  Street  station  of  the  Hud¬ 
son  and  Manhattan  Tunnel  Co.,  there 
taking  a  tunnel  train  to  the  Lacka¬ 
wanna  Station  at  Hoboken.  The  en¬ 
tire  running  time  may  be  usually  fig¬ 
ured  at  thirty-five  minutes,  but  steam¬ 
er  passengers  should  take  no  chances, 
and  at  least  an  hour  should  be  allowed. 
Those  who  live  in  Brooklyn  can  take 
the  subway  under  the  East  River  to 
Fulton  Street,  and  then  walk  over  one 
block  west  to  the  terminal  of  the  Hud¬ 
son  and  Manhattan  Tunnel  Co.  and 
take  the  frain  to  Hoboken.  When  you 
come  out  of  the  ferry  house  at  the 
tunnel  station  in  Hoboken  you  should 
proceed  north  ;  any  person  around  the 
ferry  house  will  be  glad  to  show  the 
direction.  The  walking  in  the  street 
along  the  front  of  the  piers  is  apt  to 
be  very  bad  in  winter  and  in  stormy 
weather.  The  first  piers  are  those  of 
the  Hamburg-American  Line,  then 
come  those  of  the  North  German 
Lloyd  Line,  and  finally  the  Holland- 
America  Line. 


42 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


ENGAGING  STEAMSHIP  PASSAGE 


Tlie  cost  of  a  first-class  passage  to 
Europe  varies  with  the  line  and  the 
season  of  the  year.  Vessels  of  the  first 
class  command  a  very  high  minimum 
rate  even  "out  of  season.”  At  the 
time  of  writing  it  is  hardly  possible 
to  obtain  a  first-class  passage  for  less 
than  $87.50,  on  good  ships,  and  good 
accommodations  will  cost  $110.00  to 
$125.00  on  other  than  Mediterranean 
steamers.  The  choicer  cabins  bring 
extremely  high  prices,  and  it  is  noth¬ 
ing  unusual  to  find  accommodations 


than  the  express  steamer  which  races 
through  the  water  at  a  high  rate  of 
speed  with  constant  vibration.  The 
number  of  passengers  is  also  much 
more  limited  and  there  is  more  room 
for  promenading  and  for  the  steamer 
chairs.  Those  who  wish  to  rest  at 
sea  should  bear  this  in  mind.  The 
traveler  who  desires  comfortable 
lounges,  palm-gardens,  Dutch  cafes, 
gymnasiums,  and  Turkish  baths,  elec¬ 
tric  baths,  etc.,  should  be  willing  to 
pay  some  $25.00  or  more  extra  for 


THE  “KAISERIN  AUGUSTE  VICTORIA”  OF  THE  HAMBURG-AMERICAN  LINE 


which  are  a  thousand  dollars  or  more 
for  cabins  for  one  or  two  persons. 
There  are  many  factors  connected 
with  the  price  of  staterooms;  the 
time  of  passage  must  be  considered, 
for  every  increased  knot  of  speed 
means  a  vastly  increased  coal  con¬ 
sumption,  which  is  almost  inconceiv¬ 
able  to  the  layman ;  the  saving  of  a 
day  in  passage  may  mean  double  coal 
consumption.  The  costliness  of  ships 
must  also  be  considered.  It  naturally 
costs  more  to  travel  in  a  vessel  which 
lias  involved  the  expenditure  of 
$7,000,000  than  in  a  comparatively 
small  and  cheap  ocean  liner  costing 
five  or  six  hundred  thousand.  A 
slower  boat  with  large  freight-carrying 
capacity  is  often  more  comfortable 


each  passage.  The  proper  plan  to 
pursue  is  to  write  to  the  New  York 
office  of  the  five  or  six  principal 
trans-Atlantic  lines.  The  intending 
traveler  will  receive  courteous  letters 
accompanied  by  diagrams  and  with 
price  lists  of  all  staterooms ;  this  will 
enable  one  to  select  accommodations 
within  his  means.  The  minimum  fares 
which  are  charged  when  accommoda¬ 
tions  arc  available  are  given  beyond,  so 
apply  early  if  you  are  seeking  low 
fares. 

Berths  are  usually  not  considered 
engaged  unless  secured  by  a  payment 
of  25  per  cent,  of  the  passage  money, 
and  never  less  than  $25.00  per  berth 
for  first  cabin  accommodations.  The 
balance  of  the  passage  money,  both 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


43 


outward  and  return,  should  be  paid 
and  the  receipt  surrendered  at  least 
three  weeks  prior  to  the  date  sched¬ 
ule^  for  the  sailing  from  t he  port  of 
New  York.  Otherwise  the  company 
reserves  the  right  to  dispose  of  such 
reserved  accommodations  to  others 
and  the  sum  paid  is  forfeited  if  the 
engaged  berth  or  berths  have  not  been 
resold.  In  case  of  sickness  or  death 
the  company  usually  refunds  all  ex¬ 
cept  agent's  commission.  In  case  of 
necessity  the  lines  have  the  right  to 
substitute  some  other  steamer  or 
steamers,  and  even  change  the  date  of 


money,  unless  notice  is  given  not  later 
than  three  weeks  previous  to  sailing, 
or  the  accommodations  have  been  re¬ 
sold.  When  passengers  are  kept  from 
sailing  by  misadventure,  the  company 
usually  allows  them  to  sail  on  other 
steamers  of  same  line.  A  steamship 
company  is  a  business  corporation,  and 
their  good  nature,  which  is  large, 
should  not  be  imposed  upon. 

Prepaid  tickets  are  good  for  a  year 
and  are  not  transferable,  and  may 
be  extended  by  paying  the  difference 
between  the  rate  in  effect  at  the  date 
of  issue  and  date  of  sailing.  Each 


North  German  Lloyd  S.  S.  Co. 


No. 

OtORtih,  Washington 


First  Cabin  Ticket. 

NOT  TRAN3FKJ4ABLE 
deceived  .$  , 


Berth  7 

•  Stateroom  No. 


.  ^ 
% 


ior  the  passage  cl 

AduttS. 

Children  bet . »  A  »o  y  ear*. 
Inf»m  umlvr  »  y 
£>ervam«. 


on  the  North  German  Lloyd  Steamship  GEORGK  WASHING  TUN 

to  toil  •^'1  *  tf'O  at  /c  o'clock  vf.  Ml,  from  North  German  Lloyd  Pi.rs,  .n  Hoboken,  N.J.. 

unless  prevented  by  unforeseen  circumstances,  to  y  and  thence  by  rail  to 

for  which  rail  transportation  a  ticket  o(  the  Railway  Company  will  be  furnished  by  the  pur;e-  on  surrender  ol  this  ticket 

U  »$  mutually  agreed  that  this  ticket  i*  issued  by  the  North  Herman  Lloyd  S.  S.  Co.  mid  accepted  by  the  passenger  on 
'  the  fdlfdwkig  conditions; 


S 1 "  W  Cv»Al(v,t  j'ane.A” 


.  ,  TtkiriLio 
tffitfl  .( ,  the 


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■  aj*rt.brft»-tEtt>i, . . . . . . 

'  BAtlA Cjf  •  .arviior e-rnol'.trri  t.-'  »tte  ,.,ir  . 

-•  ■  N^Aiinw>«Wli<»tUiKO)4sr«'MI'W«9S'a^-l  AfJi, 


pwwon-O  -r  b.VaJl  w  tert  l-A 

<<%w  avoiR  sr.tfci* »nityi c«d4<M <*. 


If  Kiri  '■»  tn-r-bj:  p.  ^f-nf  )-jty  irfiiWtke  tiMATcki-***  ool 

n.h  rrn'^c  n.  «ur*i  1*  tm  M  itoateaRfri^  TMa. 
cpodsl  •N»rV.,Jt  WW*  T~ttr.I«<3  t«-  U-  - 

■*0<?.r*t  t!»  W  t-If  *0  »  .;.'»,lyr  Vr-ak-'f.  IV'  -vl  t 

'  jt  iv^sr  Afto -■-**  - - *  —  **-  " — 


f  >  tu*jn»w>  wit 
oitAfraW 


l  iJn.ipfe  v'-' 


■  sW  Le*.  . 


’•New  Vork. 


,  -4u 


^Cf-.  > 


to  /<?. 


Ot.LRICilS  &  CfWGcneral  Agents, 

rer  ;  J/itf'Si; 


>«r..a*-  f.«t  t-owage  l?r>k.  -  jjfar&e  \  h.-’.  •*  ir.  v»  U>hL  ftc  i  va«  'u-v  W  w  .briny  i*  .tbttVM?  «(  luevasn,  A  M  rg  t- 

:St  •  (»Im(Vv  k.  vr'(j)v«it  «{3t>wu-  |AK>fc  f-i  tyltl  Wr«*  >-11. </•  pui-oa^S  >ae  Wwo  toi?  |-At  ttJ  C.-  .)iegr«twMtt  tif  t!--* 


yl3jv>|i. ^.vjv7;iT;v xi.  *ivViw?F?isy;wiF  4. ...  ^cv;.  ^4.  „ 

PASSENGERS  ARE  URGENTLY  REQUESTED  «o  have  their  baggage  otiecKcd  at  the  Bsggaje  master  s  desk  on  the  PIER  BEFORE  GOING  ABOARD  THE  STEAMER 


FACSIMILE  OF  FIRST  CABIN  TICKET 


sailing  without  notice,  and  passengers 
have  no  claim  or  demand  upon  the 
companies  except  for  a  refund  of  the 
amount  paid  on  account  of  the  ac¬ 
commodation  reserved.  When  apply¬ 
ing  for  berths,  either  by  mail  or  wire, 
the  name  of  the  steamer,  date  of  sail¬ 
ing.  the  number  and  sex  of  passen¬ 
gers,  and  the  desired  class  of  accom¬ 
modations  should  be  stated.  Passen¬ 
gers  who  do  not  sail  on  a  steamer  for 
which  they  have  engaged  accommoda¬ 
tions,  or  purchased  a  ticket,  will  for¬ 
feit  fifty  per  cent,  of  the  passage 


company  has  special  rules  for  the  can¬ 
cellation  of  such  tickets. 

Return  tickets  may  be  extended  by 
paying  the  difference  between  the  rate 
in  effect  at  the  date  of  issue  and  date 
of  sailing.  There  are  special  regula¬ 
tions  relative  to  cancellation  which 
mav  be  learned  by  addressing  the  com 
pany  issuing  the  ticket. 

Interchangeable  Return  Tickets.— - 
The  return  portion  of  first  and  second 
cabin  round  trip  tickets  is  available 
for  return  passage  by  any  of  the  fol 
lowing  lines,  provided  the  tickets  have 


44 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


been  issued  by  one  of  the  other  lines 
or  at  the  option  of  the  bolder  will  be 
accepted  for  passage  by  any  of  the  fol 
lowing  lines :  American  Line,  Atlan 
tic  Transport  Line,  Austro-American 
Line,  Canard  Line,  Dominion  Line 
French  Line,  Hamburg-American 
Line,  Holland- America  Line,  Leyland 
Line,  North  German  Lloyd,  Red  Star 
Line,  White  Star  Line. 

Provided — 

(a)  There  be  room  vacant  on  the 
steamer  by  which  the  passen¬ 
ger  desires  to  sail. 


(d)  In  the  event  of  the  original  re¬ 
turn  ticket  calling  for  trans¬ 
portation  on  a  specific  steamer 
or  date,  the  transfer  cannot  be 
made  unless  application  for 
transfer  is  presented  more 
than  28  days  before  such  spe¬ 
cific  date,  unless  the  passen¬ 
ger,  at  the  time  of  making 
application  for  transfer,  pre¬ 
sents  the  authority  of  the  Line 
for  which  the  original  return 
ticket  was  issued,  for  the 
transfer  being  made. 


*  outward  tlcKat  No— 


from  Now  York.- 


HOLLAND-AMERICA  LINE=Carrier  ■*•**“- 

Tort  on  i 


AMSTERDAM  .  . . 

THE  RAOOE  . 

BOUtOQNE-aUB-MEB 


It  Oroaomarkt 
U  Ann*  Faulownaa  trial 


*  Oarltco^i 

. . .  -Bobmlaeh*  Eioompu  lull 
I  DoaJUoilw 
MIluitruH 


. 

VIENNA . . 

DRESDEN  JLabSSJp 

rBANBEOBT  o,m_  II  blnnuuul  iKalsarplau)  rLOBENCE . 


. II  Blucbamriaaa 

.  r  B*notiotpl*ii 

.  I  KATltDUU  Rondelli 

...  . .  <  Babnbofplati 

.  *1  Kotnlcetrasa* 

.  Il-ll  Tbeatr*  Colocoxlca 


. I  Babiutraiaa 

Bus  da  F*tU  Cbroo 

I  II  wi«den»raOiut»U&*“* 
I II  K*t*«r  Jo*elatrat*«  U. 
OppoilM  RkU*k7  SUtlnn 
1»  Vl»  Torutmoni 


t0Mt . iSl  vu-Saditirr 

COPENHAGEN 
OOTHENBCBO. * 

STOCKHOLM 


_ AMERICAN  OFFICES: 

NEW  TOBH  .  it  Broad  wap 

CHICAGO.  ELL  .  «»  Drirbnrn  strt«t 

BOSTON,  MAM .  14  Itat*  Itrnl 

ST.  LOtTlS,  MO.  - Cor.  SCbiDd  loeuitSU. 

SAN  FBANCUOO,  CAL .  IS  Elll*  Btreol 

MINNEAPOLIS,  MINN.  .  Ill  South  Third  St. 
NEW  ORLEANS.  LA-  US  St  Cbartu  Strict 

TOBONTO.  ONT .  40  Toronto  StTMl 

MONTREAL  CANADA .  1TB  St.  Jam*!  Stroot 


jfirst  Cabin  IRcturn  flbaseac^  Contract 


MUST  BE  SIGNED 


Raaarvad  throutl 


York  Offloat 


s.  '-r-t- _ 

faaA.A/L'  J/iS  'ttr- 


SoheduUd  ti 

from  ROTTERDAM-BOULOGNE-SUR-MER. 

•|tb#4  to  trayport  t 


7ft£ 

TAL  ~  Adulini  -2T '  Chlldtran 


.  but  only  upon  the  torrnn 
t,  N.  J-,  In  oonsldaratlon'  of 
J  'ocalved  aa  paaaaga  money. 
-  rate#  aro  In  force,  muat 


TERMS  OF  CONTRACT  WITH  PASSENGER, 
tt  10  /Dutuallg  B(jrcc&  by  *nd  brtwern  aid  amor  and  the  passenger  as  follow* 


Ncilhri  aid  carrier  noi  the  vyutl  nor  lit  owners  nor  the  lgmti  of  eilher  shall  bt  responsible  for 
baggage  or  property,  anting  Jrom  the  act  of  Cod  or  the  public  enemy  or  perils  •*“  —  -  -‘ - r" 


Of  delay  of  or  Injury  to.  «ny  passenger  or  bis 
negligence  in  navigation  of  the  steamer  or  of  any 

vessel  'bom  robbers,  arrest  or  restraint  of  pnnces.  rolers  of  people,  rloti."  »mWes  or  stoppage  ol  labor ;  from  esplosion.  bursting  of  boilers,  breakage  of 
' .  - *- -  -■  appurtenar res  of  the  vessel,  though  eaisl.iig  at^the  lime  of  slilpment  or  sailing^ on  the  voyage  or  thereafter 


aromg  provided  the  own-t*  have  eterersed  ^due  diligence  to  make  Ihe  vessel  seaworthy;  nor  for  sny  loss  or  damage  arising  from  the  nature  of  the  goods 
m  lhe  Insufficiency  of  pa.kiges,  ror  from  error,  intufficiency  or  absence  of  marks,  address  or  description,  nor  from  any  loss  or  damage  caused  by  the  prolongation 
o  Ihe  voyige,  nor  from  thr\msejworth.ness  of  Ihe  vessel,  provrded  Ihe  owners  have  exercised  due  diligence  to  make  Ihe  vessel  seaworthy. 

a  the  vessel  shall  have  liberty  to  proceed  wilhoul  p,W  to  tow  and  asusl  vessels  in  all  situations,  to  deviate  from  Ihe  direct  or  customary  course,  and 
if  prevented  from  proceeding  .n  the  ord.ru, y  course,  to  Ir.nsih.p  Ihe  passengers  and  then  baggage  by  any  other  steamer  vessel  or  conveyance  lo  destination 
whether  belonging  to  Ihe  Lompanw  or  nol.  and  such  tranashlpment  ahall  t*  at  the  risk  of  the  passenger,  provided  reasonable  care  ti  eacreoed  ut  the  .election  ol 

THUMB  OP  CONTRACT  CONTINUED  OVERLEAP  _ _ 


Embarkation  Slip 

FIRST  CABIN  RETURN  PASSAGE  CONTRACT 


HOLLAND-AMERICA  LINE 


Name  of  Agent— 
Address - 


Date  of  Issue — 
Steamer - 


Berth  No— 


Additional  Payment,  $— 

Refunded.  $ - 

For  -  -  ■  — 


REDUCED  FACSIMILE  PREPAID  TICKET 


(b)  All  the  conditions  in  the  ticket 

and  regulations  of  the  carry 
ing  line  shall  be  accepted  and 
binding  on  the  passenger, 
whether  tliev  are  contained  in 
the  original  return  ticket 
which  the  passenger  holds  or 
not. 

(c)  That  the  passenger  pays  the  dif¬ 

ference,  if  any,  between  the 
value  of  the  accommodation 
called  for  and  the  value  of  the 
accommodation  he  selects  in 
the  steamer  -by  which  he 
travels. 


(e)  In  the  event  of  the  passenger  se¬ 
lecting  accommodations  of  a 
lower  tariff  rate  than  that 
shown  on  the  original  return 
ticket,  the  difference  between 
the  value  of  the  accommoda¬ 
tion  called  for  and  the  value 
of  the  selected  accommodation 
will  be  refunded  by  the  carry¬ 
ing  Line,  less  10  per  cent. 

First  and  second  cabin  return  tick¬ 
ets  issued  by  any  of  the  above  men¬ 
tioned  lines  will  also  he  accepted  for 
passage  by  any  other  of  them,  subject 
to  the  usual  conditions. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


45 


Return  tickets  and  prepaid  tickets 
issued  at  a  certain  rate  will  only  be 
available  for  transportation  covered 
by  such  rate. 

Holders  of  such  tickets  desiring  to 
sail  on  a  steamer  or  in  accommoda¬ 
tions  for  which  a  higher  rate  is  in 
force  will  be  required  to  pay  the  ad¬ 
ditional  fare,  or  in  case  lower  priced 
accommodations  are  engaged,  the  dif¬ 
ference  will  be  refunded,  subject  to  the 
company’s  rules. 

Return  accommodations  may  be  se¬ 
cured  through  the  company’s  general 
passenger  offices,  either  by  cable  or 


pay  second  class  rates,  but  have  ac¬ 
cess  to  the  first  cabin  accommodations. 
If  interested,  write  the  company  for 
their  rates  and  rules. 

feuch  is  in  brief  about  aJl  the  gen¬ 
eral  information  which  can  be  given 
on  the  subject  of  the  securing  of  berths 
or  staterooms.  The  practice  of  the 
various  companies  is  so  widely  at  va¬ 
riance  that  nothing  more  of  a  gen¬ 
eral  nature  can  be  given.  Each  com¬ 
pany  employs  a  corps  of  correspond¬ 
ents  who  are  entirely  familiar  with 
the  transportation  business  and  whose 
pleasure  it  is  to  reply  fully  regarding 


THE  OPEN  AIR  CAFE  IS  A  FEATURE  ON  THE  NEWER  BOATS 


by  letter ;  if  by  cable,  at  passenger’s 
expense..  If  a  passenger  is  prevented 
from  sailing  on  a  steamer  for  which 
return  accommodations  have  been  re¬ 
served,  a  transfer  to  an  earlier  or  later 
steamer  can  be  made  by  applying  to 
the  company’s  general  passenger  of¬ 
fice,  provided  application  for  this 
transfer  be  made  not  later  than  three 
weeks  previous  to  departure  of  the 
steamer  on  which  berths  had  originally 
been  reserved. 

On  some  lines  servants  accompany¬ 
ing  first  cabin  passengers,  if  they  have 
access  to  the  first  cabin  accommoda¬ 
tions,  must  pav  a  special  rate,  which 
will  be  made  known  on  application  to 
the  company.  On  other  lines  servants 


such  special  information  as  the  cost  of 
transporting  bicycles,  automobiles, 
dogs  and  other  animals,  excess  bag¬ 
gage,  and  transportation  of  infants ; 
special  regulations  as  to  children,  etc. 

It  is  very  difficult  in  compiling  a 
book  of  this  nature  to  avoid  a  suspi¬ 
cion  of  partiality.  The  editor  does 
not  recommend  any  particular  line  or 
any  particular  steamer.  It  is  mat¬ 
ter  for  individual  judgment  and  usu¬ 
ally  the  passage  money  paid  is  a  sat¬ 
isfactory  criterion  of  the  accommoda¬ 
tions  which  may  be  expected.  The 
annexed  fable  shows  the  number  of 
cabin  and  steerage  passengers  landed 
at  the  port  of  New  York  for  the  year 
1909  by  all  the  principal  steamship 


46 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


lines.  Tlie  relative  number  of  cabin 
passengers  carried  has,  of  course,  a 
certain  bearing  on  the  standing  of  the 
line.  Thus,  a  line  bringing  over  six, 
eight,  or  ten”  thousand  passengers,  is 
much  to  be  preferred  to  a  line  that 
only  carries  three,  four,  or  five  hun¬ 
dred  first  cabin  passengers  a  year.  In 
nearly  all  cases  the  smaller  number  of 
passengers  indicates  lower  rates.  As 
the  names  of  the  agents  are  given,  and 
they  all  have  offices  in  New  York 
City  (the  addresses  being  given  else¬ 
where),  they  can  be  readily  addressed 


tion  is  made,  or  steamers  are  carry¬ 
ing  very  few  passengers.  The  steamer 
companies  should  in  all  cases  be 
written  to  before  it  is  assumed  that 
accommodations  at  the  miiymum  rate 
can  be  supplied.  The  big  tourist 
agencies  also  sell  tickets  by  all  lines. 

While  the  prospective  traveler  is 
assumed  in  the  majority  of  cases  to 
embark  at  New  York,  still  the  infor¬ 
mation  given  applies  to  other  ports 
as  well.  The  maps  of  harbors  include 
Portland,  Boston,  Philadelphia,  San 
Francisco  and  Seattle.  The  list  of 


THE  SECOND  CABIN  WHITING  ROOM 
Is  prettily  furnished;  on  the  walls  are  found  French  prints  and  mirrors 


for  rates,  information  as  to  baggage, 
sailings,  etc.  All  of  these  agents  have 
telephones  and  may  he  communicated 
with  by  those  living  in  New  York  or 
the  immediate  vicinity  by  this  means. 
It  is  hoped  that  this  table,  which  is 
official,  may  prove  of  considerable 
value  to  the  intending  traveler. 

The  succeeding  table  of  general  rates 
is  subject  to  change  without  any  no¬ 
tice  whatever,  and  the  editor  and  pub¬ 
lishers  disclaim  any  responsibility  for 
the  information  which  is  herein  con¬ 
veyed.  In  a  general  way,  however,  it 
is  valuable  as  showing  average  mini¬ 
mum  rates.  It  is  of  course  not  pos¬ 
sible  to  obtain  accommodations  at 
these  rates  unless  very  early  applica- 


steamers  plying  from  other  ports  is 
covered  as  far  as  possible,  but  changes 
are  very  apt  to  occur  which  cannot  be 
guarded  against  in  a  work  of  this 
kind.  See  chapter  on  “Statistical  In¬ 
formation.” 

A  new  service  between  New  Orleans  and 
Hamburg  will  shortly  be  inaugurated  by  the 
Hamburg-Americ.an  Line.  This  will  divert 
a  portion  of  the  immigration  business  into 
the  Southern  States.  Although  the  sea  jour¬ 
ney  is  considerably  longer,  the  passenger 
rates  will  be  the  same. 

The  piers  and  breakwater  are  being  com 
pleted  at  Fishguard.  This  will  enable  ships 
to  come  alongside  and  embark  passengers 
and  mail  on  Saturday  night  instead  of  having 
to  wait  five  or  six  hours  at  Queenstown. 


TABLE  SHOWING  THE  NUMBER  OF  CABIN  AND  STEERAGE  PASSENGERS  LANDED  AT  PORT  OF  NEW 
YORK  DURING  THE  YEAR  1909  BY  1HE  FOLLOWING  STEAMSHIP  LINES. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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47 


Ellis  Island,  January  1st,  1910. 


48 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


TERMINAL  PORTS  AND  PORTS  OF  CALL  OF  PRINCIPAL  TRANS¬ 
ATLANTIC  STEAMERS. 


STEAMERS  SAILING  FROM  NEW  YORK. 


Line 

Eastern 
Terminal  Port 

Ports  of  Call. 

Eastbound 

Westbound. 

American . 

Southampton 

(D) 

Plymouth 

(T) 

Cherbourg 

(T) 

Cherbourg 

(T) 

Anchor . 

Glasgow 

(D) 

Moville 

(T) 

Moville 

(T) 

(Londonderry) 

(Londonderry) 

Atlantic  Transport . 

London 

(D) 

(Tilbury  Dock) 

Cunard* . 

Liverpool 

(D) 

Queenstown 

(T) 

Queenstown 

(T) 

‘  4 

Fiume 

(D) 

Gibraltar 

(T) 

Palermo 

(D) 

Naples 

(T) 

Naples 

(T) 

Trieste 

(D) 

Gibraltar 

(T) 

Genoa 

(T) 

Fabre  S.  S.  (Jo . 

Marseilles  (D) 

or  (T) 

Naples 

(D) 

Naples 

(D) 

French  Line  (Compagnie 

/ 

Generale  Transatlan- 

>  Havre 

(D) 

tique) . 

1 

Hamburg-Amer . 

(T) 

(T) 

(Cuxhaven)  (D)  or(T) 

Cherbourg 

(T) 

Dover 

(D) 

Hamburg.  .  .  . 

Dover 

(D) 

Boulogne 

(T) 

(Cuxhaven)  (D)  or(T) 

Dover 

(D> 

“ 

Genoa 

(D) 

Gibraltar 

(T) 

Palermo 

(T) 

Naples  . 

.(T) 

Naples 

(T) 

Holland-Amer . 

Rotterdam 

(D) 

Boulogne-sur-Mer(  T) 

Boulognc-sur-Mer  (T) 

Italian  Royal  Mail  S.  S. 

1 

Co.  (Navigazione 

V  Genoa 

(D) 

Naples 

(T) 

Naples 

(T) 

Genefale  Italiana). . . . 

i 

North-German  Lloyd  S. 

Bremen 

(D) 

Plymouth 

(T) 

Southampton 

(D) 

S.  Co . 

Cherbourg 

(T) 

Cherbourg 

(T) 

Genoa 

(D) 

Gibraltar 

(T) 

Naples 

(T) 

Naples 

(T) 

Gibraltar 

(T) 

Red  Star . 

Antwerp 

(D) 

Dover 

(T) 

Dover 

(T) 

Scandinavian -American 

Copenhagen 

(D) 

Christiania 

(D) 

Christiansand 

(T) 

White  Star  . 

Liverpool 

(D) 

Queenstown 

(T) 

Queenstown 

('1') 

“  44 

Southampton 

(D) 

Plvmouth 

(T) 

Cherbourg 

(T) 

Cherbourg 

(T) 

ll  II 

Genoa 

(D) 

Gibraltar 

(T) 

Naples 

(T) 

Naples 

(T) 

STEAMERS  SAILING  FROM  BOSTON. 


Line. 

Eastern 
Terminal  Port. 

Ports  of  Call. 

Eastbound. 

Westbound. 

Allan  Line . 

Glasgow 

Moville 

(T) 

Moville 

(T) 

(Londonderry) 

(Londonderry) 

Cunard . 

Liverpool 

(D) 

Queenstown 

(T) 

Queenstown 

(T) 

Leyland . 

Liverpool 

(D) 

White  Star . 

Liverpool 

(D) 

Queenstown 

(T) 

Queenstown 

(T) 

4  4 

Genoa 

(D) 

Gibraltar 

(T) 

Naples 

(T) 

Naples 

(T) 

Azores 

(T) 

STEAMERS  SAILING  FROM  MONTREAL. 


Allan  Line . 

Liverpool 

(D) 

London 

(D) 

Canadian  Pacific  R’wav 

|  Liverpool 

(D) 

Atlantic  S.  S.  Lines... 

(  London 

(D) 

Dominion  Line . 

Liverpool 

(D) 

Donaldson  Line . 

Glasgow 

(D) 

“D” — Passengers  landed  at  Docks  or  Piers 
“T” — Passengers  landed  by  Tender 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


49 


TERMINAL  PORTS  AND  PORTS  OF  CALL  OF  PRINCIPAL  TRANS-ATLANTIC 

STEAMERS — Continued. 

STEAMERS  SAILING  FROM  PORTLAND,  ME. 


Line. 

Eastern 
Terminal  Port. 

Ports  of  Call. 

Eastbound. 

Westbound. 

Dominion  Line . 

Liverpool  (D) 

STEAMERS  SAILING  FROM  PHILADELPHIA. 

American  Line . 

Pusd  Star  Line . 

Allan  Line . 

Liverpool  (D) 

Antwerp  (D) 

Liverpool  (D) 

STEAMERS  SAILING  FROM  NEW  ORLEANS. 


Leyland  Line . 

Liverpool 

(D) 

London 

(D) 

“  D  ” — Passengers  landed  at  Docks  or  Piers. 


THE  SECOND  CABIN 


The  question  of  the  second  cabin  is 
an  interesting  and  important  one.  In 
1909  there  were  130,017  first  cabin 
passengers  landed  at  the  Port  of  New 
York,  while  there  were  167,252  second 
cabin  passengers  landed  in  the  same 
period.  This  would  tend  to  indicate 
that  the  second  cabin  was  deservedly 
popularamong  a  large  class.  It  should  be 
remembered,  however,  that  the  second 
cabin  is  more  largely  used  by  persons 
who  are  emigrating  to  the  United 
States  and  who  cannot  afford  to  pay 
for  the  accommodations  in  the  first 
cabin.  There  are,  however,  a  consider¬ 
able  number  of  tourists  whose  means 
will  not  permit  of  their  traveling  in 
the  first  cabin,  and  who  find  the  sec¬ 
ond  cabin  an  excellent  substitute. 
About  the  only  feeling  which  can  be 
expressed  about  the  second  cabin  is 
that  the  passenger  does  not  have  the 
run  of  the  ship  as  do  the  first  cabin 
passengers,  although  the  quarters 
which  are  assigned  to  them  are  far 
f rom  being  restricted  on  modern  ships. 
The  staterooms  in  the  second  cabin  are 
irreproachably  clean  and  are  equipped 
with  everything  needed  for  comfort ; 
there  are  electric  lights,  electric  bells, 
ample  facilities  for  washing,  and  the 
stewards  are  attentive,  although  the 


service  cannot  be  expected  to  be  of  as 
high  grade  as  in  the  first  cabin  where 
the  fees  to  the  stewards  are  larger. 
It  is  safe  to  say  that  the  average  ac¬ 
commodations  on  all  of  the  modern 
liners  are  fully  as  good  as  the  first 
cabin  accommodations  of  20  years  ago, 
where  the  rate  paid  was  from  $80.00 
to  $100.00.  This  opinion  has  been 
formed  only  after  an  examination  of 
the  second  class  accommodations  on  a 
number  of  ships  and  after  consulta¬ 
tion  with  a  number  of  shipping  men. 
The  food  given  to  the  second  cabin 
passengers  is  excellent  and  is  far 
better  than  can  be  had  in  many  hotels 
in  the  United  States.  The  second 
cabin  catering  does  not  contemplate 
the  supplying  of  hot-house  grapes  at 
$1.25  a  pound,  artichokes,  or  similar 
delicacies,  which  the  average  traveler 
does  not  get  at  home  very  often,  but 
still  there  is  an  abundance  of  meats, 
poultry,  fish,  and  other  food.  The 
following  bill  of  fare  is  taken  from 
the  menu  card  of  the  second  cabin  of  a 
large  liner,  and  this  table  is  satisfying 
enough  for  any  one  except  those  who 
are  in  the  habit  of  living  on  a  more 
expensive  scale. 


50 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


BREAKFAST. 

Grape  Fruit  French  Plums 

Apples  Cerealine 

Oatmeal  Porridge — Fresh  Milk 
Fried  Sole  Codfish  Cakes 
Sirloin  Steak — Fried  Onions 
Grilled  Bacon 
Calf’s  Liver — Fines  Herbcs 
Fried  Eggs 
Boiled  Eggs  to  order 
Lyonnaise  Potatoes 
Mustard  and  Cress 
Hominy  Cakes — Golden  Syrup 
White  and  Graham  Rolls 
Soda  Scones  Vienna  Bread 

Jam.  Marmalade 

Tea  Coffee  Cocoa 

DINNER. 

Thick  Ox  Tail 
Pickerel — Cornichons 
Fricassee  of  Rabbit — Yorkshire 
Chicken  Cutlets — Regence 
Haunch  of  Mutton — Soubise 
Corned  Brisket  of  Beef  and 
Vegetables 

Boston  Squash  Rice 
Boiled  Potatoes 
COLD: — Galantine  of  Veal 
-  Farina  Pudding 

Apple  Tart  Shrewsbury  Cakes 

Pineapple  Peanuts 

French  Plums  Cheese 

Crackers  Tea  Coffee 

TEA. 

HOT 

Grilled  Yarmouth  Bloaters 
Welsh  Rarebits — to  order 
Ragout  of  Venison 
Broiled  Cambridge  Sausage 
Mashed  Potatoes 

COLD 

Corned  Leg  of  Pork 
Ribs  of  Beef 

Lettuce  Pickles 

Rhubarb  and  Custard 
Sultana  Cake 

Marmalade  Preserves 

Tea  Coffee 

Ladies  traveling  alone  will  find  the 
second  cabin  a  very  pleasant  place. 
Music  rooms,  lounges,  etc.,  are  pro¬ 
vided  for  the  second  cabin  passengers. 
The  saving  is  very  material  as  will 
be  seen  by  a  perusal  of  the  tariff  lists 
of  the  various  companies.  On  some 
of  the  smaller  steamers  there  is  only 
one  class  of  cabin  passengers.  This 
is  usually  referred  to  as  “cabin  class.” 
This  is  to  all  intents  and  purposes 
first  cabin  accommodations  at  second 
cabin  rates.  A  passage  of  this  kind  is 
preferable  to  the  second  cabin,  as 
there  is  more  liberty,  passengers  hav¬ 
ing  the  run  of  the  ship.  The  second 
cabin  has  its  own  music  room,  library, 
smoking  room  and  usually  its  own 
barber.  Baths  are  always  provided  as 
in  the  first  cabin. 


3RD  CLASS  ACCOMMODATIONS 

The  third  class  is  a  new  form  of 
accommodation  and  is  provided  only  on 
certain  vessels  of  certain  lines.  The 
rate  is  somewhat  higher  than  the 
steerage  and  is  a  good  deal  less  than 
the  second  cabin.  Most  of  the  re¬ 
marks  concerning  the  steerage  apply  to 
third  class  as  well.  The  third  class 
is  not  recommended  for  the  use  of 
American  tourists. 

STEERAGE 

On  most  lines  and  on  most  ships  the 
steerage  is  the  third  class,  although  on 
some  •  lines,  or  rather  on  some 
steamers  of  some  lines,  there  is  a  class 
intermediate  between  the  second  cabin 
and  the  steerage,  called  the  third  class, 
which  may  be  looked  upon  as  a  kind 
of  “improved”  steerage.  Accommoda¬ 
tions  in  the  steerage  are  almost  as  good 
at  the  present  day  as  second  class  ac¬ 
commodations  of  twenty  years  avo.  All 
of  the  stories  of  overcrowding,  un¬ 
sanitary  surroundings,  etc.,  are  not 
true  as  regards  the  principal  lines, 
and  the  Government  inspection  both 
here  and  abroad  is  most  rigid.  The 
steerage  is  not  recommended  for  the 
use  of  tourists,  and  those  who  cannot 
afford  accommodations  in  the  second 
class  should  postpone  their  visit  until 
such  time  as  they  can  afford  to 
travel  comfortably.  The  steerage  is, 
of  course,  a  boon  to  hundreds  of  thou¬ 
sands  of  immigrants.  In  the  year 
1909,  771,380  persons  were  landed 
from  the  steerage  at  the  Port  of  New 
York  by  thirty-four  lines.  The  food 
is  excellent  as  will  be  seen  by  the 
annexed  bill  of  fare : 

SAMPLE  BILL  OF  FARE  FOR 
ONE  DAY. 

Breakfast,  8  a.  m. 

Oatmeal  Porridge,  Milk  and  Syrup, 
Boiled  Eggs.  Vegetable  Stew, 
Swedish  Bread  and  Butter,  Ilot 
Rolls,  Jam  or  Marmalade,  Tea, 
Coffee  or  Milk. 

Dinner,  1  p.  m. 

Soups,  Reef  Steak,  Kosher  Beef.  Roast 
Mutton,  Beans,  Potatoes,  and 
Vegetables,  Bread,  Pickles,  Plum 
Pudding  and  Sweet  Sauce. 

Tea,  G  p.  m. 

Boiled  Eggs,  Corned  Beef,  Bread  and 
Butter,  Currant  Buns,  Tea,  Jam 
or  Marmalade. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


51 


LOWEST  OCEAN  RATES 

To  and  from  New  York,  English  and  Continental  Ports. 
(Subject  to  change  without  notice.) 


Lines. 


First  Class 
To  or  From 
Europe 


American  Line 

SSs.  New  York,  St.  Paul,  St.  Louis  and  Phila. . 

Philadelphia-Liverpool  Steamers . 

Atlantic  Transport  Line 

SSs.  Minneapolis,  Minnehaha,  Minnetonka  and 
Minnewaska . • . . 


$92 . 50 


82.50 


2d  Class 
To  or  From 
England 


2d  Class 
To  or  From 
Continent. 


$50 . 00 
45  00 


$57 . 50 


Anchor  Line 

SSs.  Columbia  and  Caledonia . 

SS.  California . 

SS.  Furnessia . 

Cunard  Line . 

SSs.  Lusitania  and  Mauretania . 

SSs.  Campania  and  Lucania . 

SSs.  Carmania  and  Caronia  . . 

Boston-Liverpool  Service 

All  steamers . 

Mediterranean  Service 

SS.  Carpathia . 

SS.  Pannonia . 

French  Line 

SS.  La  Provence . 

SSs.  La  Savoie  and  La  Lorraine . 

SS.  La  Touraine . 

SSs.  La  Bretagne  and  La  Gascogne . 

SS.  Chicago . 

SS.  Floride . 

Fabre  Line 

SS.  Madonna . 

All  other  steamers . 

Hamburg- American  Line . 

SS.  Deutschland . 

SSs.  Ameri  a  and  Kaiserin  Aug.  Vic  . 

SSs.  Cleveland  and  Cincinnati . 

SSs.  Moltke  and  Bliicher . 

SSs.  President  Lincoln,  President  Grant  and 

Hamburg . 

SS.  Pennsylvania  and  other  steamers . 

Mediterranean  Service 

SS.  Moltke . 

SS.  Hamburg . 

SS.  Batavia . 

Holland-America  Line 

SS.  Rotterdam . 

SS.  New  Amsterdam . 

SS.  Noordam  and  other  ships . 

Italian  Royal  Mai)  Lines 

SSs.  Verona,  Ancona  Taormina . 

SSs.  Duca  Degli  Abruzzi,  Europa,  Duca  de 

Genova,  Oceania  and  America  . . . 

SSs.  Brasile,  Italia,  Argentina . 

SSs.  Liguria  and  Lazio . 

Philadelphia-Mediterranean  Service 

All  steamers . 

North  German  Lloyd 

SSs.  Kronprinzessin  Cecilie  and  KaiserWilhelm  II 
SSs.  Kronprinz  Wilhelm  and  Kaiser  Wilhelm  der 

Grosse . j 

SS.  George  Washington . 

SS.  Prinz  Friedrich  Wilhelm  . 

SS.  Grosser  Kurfiirst . , 

SS.  Barbarossa  and  other  ships . ■.  I 


72.50 

67.50 


125  00 
102 . 50 
97  50 

82  50 

80.00 

72.50 

107  50 

97 . 50 

87.50 
77  50 


80  00 
75.00 

120,00 
112.50 
95  00 

92.50 

87.50 


92.50 

87.50 


105.00 
92  50 
82.50 

70.00 

80  00 
70  00 


70.00 

122.50 

120  00 

112.50 

97.50 

92.50 

87.50 


47.50 
47  50 
45.00 


62.50 

52 . 50 
55.00 


47.50 


62.50 

57.50 

52 . 50 
52  50 

52.50 
52 . 50 


62 . 50 


62  50 
60  00 
55.00 
52.50 
52.50 


C5.00 

65.00 

62.50 
60  00 

57 . 50 

52 . 50 

57.50 
50  ■  00 


67 . 50 

62 . 50 
55.00 

57.50 

57.50 
55  00 


65  00 
65.00 
65 . 00 

60  00 
55  00 
52.50 


65.00 
65.00 
65  00 


67  50 

67.50 
65  00 
60  00 
57  50 
57  50 


52 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


LOWEST  OCEAN  RATES.  (Continued) 


Lines 

First  Class 
To  or  From 
Europe 

2d  Class 
To  or  From 
England 

3d  Class 

To  or  From 
Continent 

North  German  Lloyd — Continued.. 

Mediterranean  Service — SS.  Berlin . 

$97  50 

$65.00 

All  other  steamers . 

87  50 

65.00 

Red  Star  Line 

SS.  Lapland . 

95  00 

$57  50 

57.50 

SSs.  Kroonland,  Zeeland  and  Vaderland . 

Philadelphia-Antwerp  Service 

All  steamers . 

82.50 

52.50 

52.50 

55.00 

Scandinavian  American  Line 

All  steamers . 

75  00 

60.00 

White  Star  Line. 

SS.  Adriatic . 

112  50 

55.00 

60  00 

SS.  Oceanic . 

107 . 50 

55.00 

60.00 

92  50 

50  00 

57.50 

97  50 

52.50 

SS.  Arabic . 

82.50 

47.50 

Boston-Liverpool  Service  SS.  Cymric . 

72.50 

Mediterranean  Service 

SSs.  Romanic  and  Canopic . 

82  50 

65.00 

SS.  Cretic  . ‘ . 

80  00 

Boston-Mediterranean  Service 

All  steamers . 

82.50 

65.00 

The  above  are  the  lowest  or  minimum  rates  from  port  to  port.  Through  rates  to  London  or 
Paris  should  be  made  by  adding  to  the  above  rates  the  following  railroad  rates  of  class  and  from 
desired  port: 

From  Liverpool  to  London  :  1st  Class,  $7. 00,  2d  Class,  $5. 05;  3d  Class,  .14.00.  In  connection 
with  Second  Class  ocean  tickets  a  3d  Class  rail  ticket  is  furnished  for  $2.50. 

From  Plymouth  to  London:  1st  Class,  $7.50;  3d  Class,  $3.75. 

From  Dover  to  London;  1st  Class,  $4.75;  2d  Class,  $3.15. 

From  Southampton  to  London:  1st  Class,  $2.75;  2d  Class,  $1.75;  3d  Class,  $1.40. 

From  Cherbourg  to  Paris:  1st  Class,  $8.75;  2d  Class,  $6.25;  3d  Class,  $3.60. 

From  Havre  to  Paris:  1st  Class,  $5.60;  2d  Class,  $4.00;  3d  Class,  $2.50. 

From  Boulogne-sur-Mer  to  Paris:  1st  Class,  $5.50;  2d  Class,  $3.70. 

Rates  for  higher-priced  cabins  will  be  quoted  on  request  by  any  Steamship  Company  or 
Tourist  Agent 


.STEERAGE  DINING  ROOM 
is  far  from  an  unattractive  place 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


53 


HOW  TO  CARRY  FUNDS  • 

“Put  money  in  thy  purse” — Iago. 
Funds  may  be  carried  :  1 — In  cash. 
2 — Letters  of  credit.  3 — Express  checks. 
4 — Steamship  company  checks.  5— Cir¬ 
cular  notes.  The  amount  of  cash  which 
is  carried  should  be  for  use  on  the 
steamer  and  on  landing;  rarely  will 
more  than  $50.00  be  required. 


CIRCULAR  letter  of  credit. 

13.683. 

'nllemx  ny 


LETTERS  OF  CREDIT 

For  sums  of  $500.00  and  over,  letters 
of  credit  are  recommended.  They  can 
be  obtained  from  any  banker  against 
the  deposit  of  a  proper  sum  plus  a  fee 
of  usually  1  per  cent.,  except  where 
the  amounts  are  very  large.  The  letter 
of  credit  includes  a  letter  of  identifica¬ 
tion  which  must  be  signed  by  the 


,(Hx) 


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tg  avruyttn 


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30  - - — 

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s(&n//&rris&ri/ 


FAC-SIMILE  OF  A  LETTER  OF  CREDIT 
Making  money  available  anywhere  in  the  world 


54 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


owner,  who  will  also  sign  blanks  which 
are  sent  to  the  principal  correspond¬ 
ents  of  the  bankers  abroad.  The  letter 
of  credit  can  be  presented  at  various 
banks  and  brokers  all  over  the  world 
at  any  reasonable  hour  and  the  owner 
is  required  to  sign  a  draft  for  the 
amount.  The  signature  is  then  com¬ 
pared  with  the  signature  on  the  letter 
of  credit  and  the  amount  is  paid  over 
plus  exchange — if  any.  If  the  balance 
of  trade  is  in  the  right  direction  an 
exchange  of  fifty  or  sixty  cents  for 
each  ten  pounds  drawn  is  not  unusual, 
except  in  Great  Britain  and  Ireland 
where  drafts  are  paid  pound  for  pound. 
Letters  of  credit  should  be  very  care¬ 
fully  guarded  the  same  as  money,  as 
in  the  case  of  loss  all  the  correspond¬ 
ents  would  have  to  be  notified,  the  ex¬ 
pense  of  which  is  very  great.  A  proper 
carrying  case  is  provided  by  most 
bankers  issuing  letters  of  credit. 
Letters  of  credit  can  be  issued  to  two 
or  more  persons  if  desired.  Applica¬ 
tions  for  letters  of  credit  should  be 
accompanied  by  letters  of  introduction 
from  a  bank  or  some  well-known  firm 
and  such  letters  should  bear  the  sig¬ 
nature  of  the  bearer  as  a  means  of 
identification.  One  of  the  largest 
firms  of  bankers  whose  letter  of  credit 
we  reproduce,  has  the  following  terms 
of  issue  : 

“(a)  Against  Cash  Payment  at  our 
posted  rate  of  Exchange  for  Demand 

CIRCULJ 

Circular  notes  or  travelers’  checks 
in  $10.00,  $20.00,  $50.00  and  $100.00 
denominations  are  another  form  of 
express  and  steamship  company 
checks  issued  by  reputable  tourist 
agencies.  The  checks  are  practically 
the  same,  but  a  letter  of  identification 
often  accompanies  it  the  same  as  a 
letter  of  credit.  All  of  these  methods 
of  carrying  funds  are  considered  safe, 
but  great  care  should  be  taken  not  to 
lose  any  of  them.  There  is  little  diffi¬ 
culty  in  exchanging  money  at  banks 
or  exchange  offices  at  any  seaport 
where  there  is  trans-Atlantic  trade. 
Owing  to  a  peculiar  law  it  is  not 
possible  to  give  fac-similes  of  foreign 
coins,  although  a  coin  dealer  may 
publish  such  illustrations  in  his  cat¬ 
alogue.  In  other  words,  in  the  very 
books  where  the  information  would 
tend  to  prevent  the  cheating  of 
visitors,  no  reproductions  can  be  given 
owing  to  some  absurd  idea  that  this 
would  benefit  counterfeiters,  whereas 
as  a  matter  of  fact  the  coin  catalogues 


Bills  on  London  and  a  commission  of 
1  per  cent. — Any  unused  balance  will 
be  refunded  at  our  posted  rate  of  Ex¬ 
change  for  Demand  Bills  on  London. 

(b)  Against  Satisfactory  Guarantee 
of  Repayment  as  drafts  appear. — 
Commission,  1  per  cent,  only  on 
amount  used. 

(c)  Against  Deposit  of  Cash.— In¬ 
terest  allowed  on  daily  balances  sub¬ 
ject  to  arrangement.  Commission,  1 
per  cent.,  payable  on  amounts  used. 

(d)  Against  Deposit  of  Approved 
Collateral. — Commission,  1  per  cent., 
and  drafts  charged  in  account  in  the 
same  way  as  in  method  “c.”  Interest 
or  dividends  on  these  securities  col¬ 
lected  for  one-quarter  of  1  per  cent, 
and  credited  in  account. 

Under  Credits  issued  against  guar¬ 
antee,  cash  deposited  or  satisfactory 
collateral,  the  drafts  will  be  converted 
into  dollars,  in  London,  at  the  buying 
rate  of  exchange  on  New  York. 

The  Dollar  Credits  will  be  found 
convenient  for  travelers  in  all  parts 
of  North. America,  as  well  as  in  Cuba 
and  Porto  Rico.” 

Remember  that  Letters  of  Credit  are 
issued  for  a  specified  time  which  is 
agreed  upon  at  the  time  of  securing 
same.  No  funds  can  be  drawn  after 
the  time  limit  has  expired  without 
special  arrangements  or  a  new  letter 
is  issued.  For  particulars  consult  the 
bankers. 


I  NOTES 

would  be  much  more  useful  to  counter¬ 
feiters.  They  would  not  be  liable  to  go 
to  either  one,  as  the  fac-similes  would 
not  be  good  enough  for  this  purpose. 

The  following  charts  give  the  prin¬ 
cipal  gold  and  silver  coins  of  Great 
Britain,  France,  Germany,  Holland, 
Norway,  Sweden  and  Denmark,  and 
owing  to  the  peculiar  law  cited  above 
ir.  is  not  possible  to  do  more  than  give 
the  actual  size  of  the  coins,  the  metal, 
the  denomination  in  coin  currency,  and 
the  equivalent  in  American  money. 
The  importance  of  these  charts  will  be 
recognized  by  old  travelers  who  have 
often  made  mistakes  on  landing,  espe¬ 
cially  with  English  and  French  money  : 
the  half-sovereign  and  the  sovereign 
being  very  much  alike  except  as  to 
size.  The  5-franc,  the  10-franc  and  the 
20-franc  pieces  are  also  very  often 
confused.  It  is  not  thought  necessary 
to  give  reproductions  as  to  size  of  the 
copper  coinage.  Tlie  English  penny, 
half-penny  and  farthing  being  compar¬ 
atively  well  known,  there  is  little 


CURRENCY  OF  EUROPEAN  COUNTRIES. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


55 


Copper  and 
Nickel  Coins 
and 

Approximate 
Equivalent  in 

U.  S.  Money. 

$ 

.005 

.01 

.02 

CO  CO 

C5  C5 

O  rH 

o  o 

•  $ 

.0019 

.0038 

.0096 

.0193 

.0386 

CM^O 

OO  r-4 

£ 

Far¬ 

thing. 

Half 

Penny. 

Penny. 

Sou  or 

5c. 

2  Sou  or 

10c. 

lc. 

2c. 

5c. 

10c. 

20c. 

u 

05  ... 

a  O  C  O 

Q,  Hni-h  -An 

O  CM 

<L> 

Sliver  Coins 
and 

Approximate 
Equivalent  in 

U.  S.  Money. 

$ 

.06 
.  121 
.243 

.486 

.60S 

.973 

1.216 

-AN 

CO  CO  CO  lO 
«x05  05  CO  CO 
^  O  H  CO  o 

r*N 

CO  CO  CD  *0 
,-05  05  CO  CO 
rH  CO  05 

OOOrHCMlO 
^  CM  rf  OO  O  O 

^  O  O  rH  CM  rf  o 

rH 

£ 

3d. 

6d. 

Is. 

Florin 
or  2s. 
i  Crown 
or  2s.  6d. 

4s. 

5s.  or 

Crown 

O  '4-1  '4-. 

©  ’-H  04 
iO 

c5  •  •  • 

'-+T  ^*-1 

£25  hc^io 

5c. 

10c. 

25c. 

50c. 

1  Gul. 

2i  Gul. 

Gold  Coins 
.  and 

Approximate 
Equivalent  in 

U.  S.  Money. 

$ 

2.433 

4.866 

$ 

.97 

1.93 

3.86 

$ 

1.93 

3.86 

$ 

2.01 

4.02 

£ 

Half 
Sov’gn 
=  10s. 

Sov’gn 
=  20s. 

Francs. 

5 

10 

20 

Francs. 

10 

20 

Gulden. 

5  ■ 

10 

Bank  Notes 
and 

Approximate 
Equivalent  in 

IT.  S.  Money. 

$ 

24 . 332 
48 . 665 
97.33 
243.325 
486 . 65 
973.30 
2433.25 
4866 . 50 

$ 

9.65 

19.30 

96.50 

193.00 

(0*0000 

oococo*oo 

^eo  o  05  co  co 

rH  05  05 

CM*OCOOCMOOOOO 

OOOHHClTfcoOO 

^’tOCOO^OOOHCM 

rHr-HCMCM^00CMOO 

rH  CM  Tt1 

lOOOOOOOO 

CO  HNiOOOOO 

^  hc^ioo 

rH 

Francs. 

50 

100 

500 

1,000 

75 

C  O  O  O  O  o 
OCVHOOOO 

ci  h  iO  q 

§0*000000000 
-hhCMtJgOCOOOOOO 
— •  rH  CM  CO  ‘O  O 

0 

Standard. 
Monetary 
Unit,  and 
Approximate 
Value  in  U.  S. 
Gold. 

Gold. 

Pound 

Sterling: 

*4.S66i 

Gold. 

Franc:  $0,193 

Gold. 

Franc:  $0. 193 

Gold. 

Gulden:  $0,402 

COUNTRY. 

MONEY  TABLE. 

GREAT  BRITAIN. 

4  Farthings  =  1  Penny. 

12  Pence  =  1  Shilling. 

20  Shillings  =  £1. 

FRANCE. 

100  Centimes  =  1  Franc. 

(See  Note,  page  25.) 

BELGIUM. 

100  Centimes  =  1  Franc. 

NETHERLANDS. 

(HOLLAND.) 

100  Cents  =  1  Gulden. 

CURRENCY  OF  EUROPEAN  COUNTRIES. — Continued. 


56 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Copper  and 
Nickel  Coins 
and 

Approximate 
Equivalent  in 

U.  S.  Money. 

$ 

.002 

.005 

.012 

.024 

$ 

.002 

.004  . 

.020 

.040 

$ 

.0096 

.0193 

.0386 

.0482 

$ 

.0025 

.005 

.125 

copper. 

Ip. 

2p. 

nickel. 

5 

10 

bronze. 

lh. 

2h. 

nickel. 

lOh. 

20b. 

copper. 

5c. 

10c. 

nickel. 

20c. 

25c. 

bronze. 

Ore. 

1 

2 

5 

Silver  Coins 
and 

Approximate 
Equivalent  in 

U.  S.  Money. 

O  00  CO  ^ 

CO  Is*  r~'  05 
**  r-  <N  t>  r-H 

■S 

.203 

.406 

1.015 

$ 

.193 

.386 

.965 

C5  05 

(M  CO(N  rt<  C5 

99  OO  H  (N  ^ 

u 

c 

d,S  E  £  £  £ 

hi<nfh  C4  CO 

O 

U, 

o  m  '  . 

io 

t-H 

1  lira. 

2  lira. 

5  lira. 

Ore. 

10 

25 

50 

Kroner. 

1 

2 

Gold  Coins 
and 

Approximate 
Equivalent  in 

U.  S.  Money 

$ 

2.38 

4.76 

$ 

1.62 

2.03 

3.24 

4.06 

$ 

.965 

1.93 

3.86 

$ 

1.34 

2.68 

5.36 

2.24 

Marks. 

10 

20 

4fl. 

lOkr.  or 
5  fl. 

8fl. 

20kr.  or 
lOfl. 

Lire. 

5 

10 

20 

Kroner. 

5 

10 

20 

Ducat. 

Bank  Notes 
and 

Approximate 
Equivalent  in 

U.  S.  Money. 

$ 

1.19 
4.76 
11.90 
23.80 
238 . 00 

CO  CO  lO  o  O 
OOhccO 

^(Nt^OOCO 

H(NO 

04 

IO 

CO  CO  IO  o  o  o 
C5C5COCO*00 

^  -HO5O2«OC0 
i-H  05  05 

CO 

CO’tGCOOOO 

04  CO  CO  00  o  o 

^  O  -H  04  CO  CO  Tt*  00 
*  04  CO  CO 
rH  04 

ffi  *00000 

M*COO 
c3  r“«  O 

C 

o  o  o  o  c  o 

flHMiOOO 

O  -H  0_ 

« 

,;IOOOOOO 
©  HIOOOO 
.£  hioo 

05  HiOOOOOO 

C  r-HlOOOO 

O  HlOO 

L* 

w 

Standard 

Monetary 

Unit,  and 
Approximate 
Value  in  U.  S. 
Gold. 

Gold. 

Mark:  $0,238 

Gold. 

Krone:  $0,203 

Gold. 

Lira:  $0,193 

Gold. 

Krone:  $0,268 

COUNTRY 

MONEY  TABLE 

GERMANY. 

100  Pfennige  =  1  Mark. 

AUSTRIA-HUNGARY. 

100  Hellers  =  1  Krone. 

ITALY. 

100  Centesimi  =  1  Lira. 

NORWAY,  SWEDEN  AND  DENMARK. 

100  Ore  =  1  Krone. 

CURRENCY  OF  EUROPEAN  COUNTRIES. — Continued. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


-d  §  'r- 

cj.o  c3  -tf  a> 


©.9  jA 

S'S  9i 


ag  *  gA 
§•0  0.302 

.9—  a  o'  . 


co 

.9 

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£  c3 

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©  3  • 

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■s  © 
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©ai 

pfs  . 
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£>3 

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£ 

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W 

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« 

< 

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►« 

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£ 

o 

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^^NiONiOOO 

vo  vo  10  f-»,oo  i>»  10 

HlNlCWlOrHS 

<N 


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0)10000 
00  CD  CO  *0  O 

05  05  CD  CO 
r-HC5C5 


X3 

3 


HWOOIOOCO 

HINIOOO 

IQ 


© 

Ph 


vo  o  o  o  o 

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£ 

Ph 


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$ 

.0075 

.015 

.0375 

$ 

.00175 

.0035 

.00875 

j  copper. 
Kopecks 

1 

2 

5 

bronze,  j 

Centimo. 

1 

2 

5 

u?  «5  10 

«,CaONONttJO  100 
wOOO>-H-i<NiO  coo 

S 

.174 

.348 

.87 

$ 

.087 

1  Ah. 

0VOOvOOvOOOo 

P,  HHCj^lOO'j 

£ 

Peseta. 

1 

2 

5 

Centimo 

50 

$ 

2.57 

3.86 

5.15 

7.72 

vO  vo 

VOOCOVOO  CD  CO  CO  Ol 
^CiCiGOt^vO  00500  00 

Ohc0N»0  HCCrfi 

r— 1 

03 

©  ^  -3 

7:  .-o  a0  t-  a 

-O  vo  O  fi 

3  H.  R  ®  e 

2;  t>hH  “Om 

P5  —1 

_ _ HN  y—t 

Doubl’n 

1-16 

JL 

8 

1 

4 

i 

1 

Peseta. 

5 

10 

20 

25 

03 

#d 

*0 

© 

.  V 

03  > 

©rd 

s  ® 

c3-i^ 

<=  g 

©  Sm 

e^= 
S-g 
A  * 

P  02 

03 

0*3 

03  £ 
^02 
bfl  rt 

.a  § 

d  j# 

©7) 

■°n 
S' 


T3 

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-2  ©  « 

"1©  3 

8  al 

g-o  > 

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a-gl 

C  °3  c 
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£>.22.23  t 

■gee  J.2 
c  _-MI: 

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c'5ci-l  c 
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©  o 

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57 


58 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Copyright  1910  by  Munn  &  Co.,  Inc. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


59 


Copyright  1910  by  Munn  &  Co.,  Inc. 


60  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


DUTCH  (Holland) MONEY 

COr^l  ~T  /  M  O  E.  i> 


SILVER 

2'/2  Gulden ^J.05 


SILVER 

t  Gulden  -  -404: 


SILVER 

'/ZGulden-Zot 


SILVER 

25Cents(DUTcn)=  t0$ 


SILVER 

1 0  Cen  h$  (dutch  )  =  4  4- 


SILVER 

5Centi(DurcH}=2(t 


PRINCIPAL  COIN6  OF 

NORWAY  SWEDEN  8c  DENMARK 


GOLD  GOLD 

10  Kronor  *$2.68  5 Kronor  =#  1.3-4 


SILVER 

2  Kroner  =4S>£ 


SILVER  silver  silver  silver 
iKr  one-244  500re=i2<fc  250re=-  6<T  )oo0re  =  2<fc 


Copyright  1910  by  Munn  &  Co.,  luc. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


61 


chance  for  the  visitor  to  be  cheated 
with  these  coins.  The  same  thing  ap¬ 
plies  to  the  French  2-sou  and  1-sou 
pieces.  The  German  copper  coins  of 
the  value  of  2-pfennig  and  1-pfennig 
are  seldom  used  hy  the  traveler.  The 
Dutch  coins  of  the  value  of  2x/2  cents 
(Dutch)  equal  to  1  cent;  and  the  even 
smaller  coinage  of  1  cent  and  x/2  cent 
are  not  much  used,  and  are  only  valu¬ 
able  to  give  to  children  to  keep  them 
out  of  the  way  when  you  do  not  care 
to  have  them  in  photographs.  The 
bronze  coins  of  Norway,  Sweden  and 
Denmark  are  not  used  to  any  extent 
by  tourists.  The  ducat,  a  coin  equal 
in  value  to  $2.24,  is  not  generally  ob¬ 
tainable,  and  it  would  therefore  seem 
that  it  is  out  of  circulation  to  some 
extent.  The  20-kroner  piece  is  not  in 
circulation  at  the  present  time.  The 


five-pound  notes.  American  money  is 
also  accepted.  Do  not  try  to  use 
American  money  in  England  outside 
the  principal  seaports,  as  even  banks 
view  it  with  suspicion,  or  rather  the 
dense  ignorance  of  the  clerks  leads 
them  to  refuse  our  paper  money,  al¬ 
though  it  will  be  accepted  “for  collec¬ 
tion”  in  London,  which  service  is  of 
no  avail  to  travelers  who  need  money 
for  immediate  use. 

STEAMSHIP  COMPANY  CHECKS 

Nearly  all  steamship  companies  is¬ 
sue  checks  which  are  available  the 
same  as  express  checks  and  letters  of 
credit.  These  have  the  advantage  of 
being  cashed  at  the  offices  of  the  steam¬ 
ship  companies  at  hours  when  banks 
are  not  open,  and  they  may  be  cashed 
in  moderate  amounts  on  the  steamer 


XOHDDKrTSC'IlKli  Ll,OVI)  (  IIKC'K 


ffOROOtUTSCtfER  LLQYD 
»*  n  kmk\ 


The  Xorddenlsc 

l>fiv«o  ihronfeKfOr 

Twe  nty  Do  u  /vaA'al 


NO^OOCUTtCrtlR 
■  •/  -  UO'to  -  ■  - 
ok  a**v  a/:*x*in 
o  ft.  n  ot Hta 

TKftduanouf  rut 
WILL  C/.Sr«  rvtCSC  c><c«ur* 
tr  PAOX-AO' 

-  ATi-Ht-ftATC  or  CfCKAwat 
UrtOCATtB  Otft.N  C<5l%T-e:£6 
AT’KC 

cOftftcMT  Ant*  or 


US&OANADA. 


GERMANY 


AUSTRIA.  RUSSIA  SGANOINAVIA 


ITALY, 


nosmsjctirrs 

US  Ui  7:>  :i!)  t!)  or  currentrates. 


r  WHEN  Pi 


:S  WOW 


INI  TWO  yj 


■GCHtK*.  AOE  Mtt- 


STEAMSHIP  CHECK 


silver  coinage  of  Greece  should  be  re¬ 
jected,  as  these  coins  do  not  pass  cur¬ 
rent  in  France.  A  careful  comparison 
of  coins  the  first  few  days  after  land¬ 
ing  will  save  the  traveler  much  ex¬ 
pense  and  trouble. 

FUNDS  ON  BOARD 

Where  additional  passage  money  is 
paid  for  extra  accommodations,  chair 
hire,  freight,  etc.,  the  payments  should 
be  made  in  cash  as  the  purser  is  not 
authorized  to  receive  checks.  A  purser 
has  a  limited  amount  of  money  to  cash 
circular  notes,  etc.,  of  his  own  line. 
It  is  not  safe,  however,  to  depend  on 
this.  At  least  $25.00  should  be  carried 
in  American  money  and  foreign  money, 
preferably  English  gold :  the  largest 
sums  will  be  carried  in  the  form  of 


for  obtaining  funds  for  use  during  the 
voyage.  Hotels  will  usually  cash  them 
if  the  amounts  are  not  too  large.  Ad¬ 
ditional  amounts  can  be  secured  by 
cable,  the  money  being  deposited  in 
New  York  and  the  checks  Lsued  by 
the  steamship  office  abroad.  In  case 
of  loss  new  checks  are  issued  upon 
satisfactory  proof  of  ownership  and 
the  execution  of  a  bond  of  indemnity 
with  proper  security.  Checks  not  used 
are  redeemed  at  full  price.  The 
charge  is  usually  Vj  of  one  per  cent., 
but  this  may  vary. 

Gibraltar  serves  as  a  port  of  call  for  the 
Imperial  Mail  steamers  of  the  East  Asian 
service  of  the  Norddeutscher  Lloyd;  also 
for  the  steamers  of  the  Italy-New  York 
service;  both  on  the  outward  and  homeward 
passages. 


62 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


EXPRESS  CHEQUES 

The  American  Express  Company  is¬ 
sue  express  cheques  which  are  avail¬ 
able  to  bankers  all  over  the  world. 
These  express  cheques  are  in  conven¬ 
ient  amounts  of  $10.00,  $20.00,  $50.00, 
etc.  They  can  be  purchased  at  any  of 
the  offices  of  the  express  company 
either  here  or  abroad.  Letters  may  be 
forwarded  to  their  correspondents 
abroad.  All  travelers  should  write  the 
company  at  05  Broadway,  New  York, 
for  information  relative  to  travelers’ 
checks,  also  their  “Notes  of  Interest” 
and  "Cable  Code”  for  travelers,  which 
is  a  duplicate  of  the  one  printed  in 
this  book.  This  will  enable  you  to 
leave  a  copy  at  home.  This  literature 
is  furnished  gratis  and  is  recom¬ 
mended. 


them  by  giving  them  a  share  of  their 
business  either  in  the  transmittal  of 
funds  or  the  purchase  of  steamship 
and  railway  tickets. 

Letters  in  regard  to  mail  or  telegrams 
should  be  on  sheets  separate  from  com¬ 
munications  on  other  subjects.  Mar¬ 
ried  ladies,  to  prevent  delay  in  the  for¬ 
warding  of  their  letters  and  telegrams, 
should  •  state  both  their  own  and  their 
husbands’  given  or  Christian  names 
when  requesting  the  offices  to  transmit 
such  matter. 

Enquiries  regarding  reforwarded  mail 
matter  and  telegrams  will  be  promptly 
attended  to  at  the  Company's  offices  in 
Europe.  Patrons  should  bear  in  mind, 
however,  that  the  Company  is  not  ac¬ 
countable  for  such  matter  after  mailing. 

The  post  office  departments  through¬ 
out  Europe  do  not  assume  '•espcnsibility 
for  the  prompt  transmission  of  mail 


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EXPRESS  COMPANY’S  CHEQUE 


SENDING  LETTERS  ABROAD 

Be  sure  and  give  all  of  your  friends 
instructions  to  forward  their  mail  care 
of  a  banker  or  tourist  company,  or  the 
American  Express  Co.  from  whom  you 
purchased  tickets,  etc.  Great  care  is 
taken  with  mail  and  it  is  forwarded 
according  to  instructions.  Select  an 
office  of  these  companies  in  some  large 
city  and  have  all  the  mail  sent  there, 
and  give  this  office  specific  informa¬ 
tion  as  to  your  movements.  The  fol¬ 
lowing  advice  is  given  by  the  American 
Express  Co.  relative  to  the  forwarding 
of  letters  and  telegrams,  also  the  reg¬ 
istered  cable  addresses.  Duplicate 
lists  will  be  found  in  their  “Notes  of 
Interest”  which  will  be  mailed  by  the 
company  on  request.  Cablegrams 
sent  through  them  should  be  arranged 
for  in  advance.  Travelers  are  natur¬ 
ally  expected  to  patronize  companies  or 
bankers  who  perform  services  for 


matter :  and  will  not  answer  enquiries 
concerning  the  delivery  of  newspapers. 

Patrons  requesting  Company's  offices 
in  Europe  to  open  and  reforward  by 
wire  their  cablegrams  and  telegrams, 
will  be  expected  to  deposit  against, 
charges.  In  the  absence  of  such  deposit, 
cablegrams  and  telegrams  will  be  refor¬ 
warded  by  mail,  unopened. 

In  going  out  of  harbor,  letters  may  be 
given  to  the  pilot  for  mailing,  when  he 
leaves  the  vessel  after  taking  her  out. 

Letters  and  telegrams  for  delivery  to 
passengers  on  board  ocean  steamships 
should  be  addressed  as  follows  : 

“Mr . 

Passenger  S.  S . 

New  York  City,  N.  Y.,” 

“Roston.”  “Liverpool,”  or  whatever  the 
port  may  be  and  the  envelope  should 
also  show  name  and  address  of  sender. 

The  following  are  the  offices  through 
which  business  can  be  transacted  with 
registered  cable  address  : 

ANTWERP,  7  Quai  Van  Dyck, 

“AMEXCO” 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


63 


Is  a  smoking  room  for  mixed  company  where  much  enjoyment  is  obtained 


64 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


BOSTON,  43  Franklin  St., 

“FINAMEX” 

BREMEN,  139  Am  Wall, 

“AMEXGO” 

BROOKLYN,  611  Fulton  St., 

“AMEXCO” 

BUFFALO,  Main  and  Erie  Sts., 

“AMEXCO” 

CHICAGO,  72  Monroe  St., 

“FINAMEX” 

CINCINNATI,  16  East  Fourth  St., 

"AMEXCO” 

CLEVELAND,  331  Superior  Ave.,  N.  W., 

“AMEXCO” 

DETROIT,  19  and  21  Campus  Martius, 

“AMEXCO” 

GENOA,  17  Piazza  Nunziata, 

“AMEXCO” 

GLASGOW,  30  Gordon  St., 

“CICATRIX" 


t t  a  at 'rttt? P  f9  Alsterdamm, 
HAMBURG  ^ o  Ferdinand  Str., 


HAVRE,  43  Quai  d'Orleans, 


AMEXCO" 

‘AMEXCO” 


LIVERPOOL,  10  James  St., 

"CICATRIX” 

LONDON,  5  and  6  Haymarket, 

“CICATRIX” 

LONDON,  E.  C.,  84  Queen  St., 

“NONCLAIM” 

MONTREAL,  202  St.  James  St., 

“AMEXCO” 

NAPLES,  23-30  Via  Vittoria, 

“AMEXCO? 

NEW  ORLEANS,  317  St.  Charles  St., 

“AMEXCO” 

NEW  YORK,  65  Broadway, 

“FINAMEX” 

OMAHA,  1312  Farnam  St., 

“AMEXCO” 

PARIS,  11  Rue  Scribe, 

“AMEXCO” 


ROME,  Piazza  Venezia, 

“AMEXCO” 

ROTTERDAM,  17  Gedempte  Glashaven, 

“AMEXCO” 

ST  LOUIS,  417  North  Fourth  St., 

"AMEXCO” 

ST.  PAUL,  332  Jackson  St., 

“AMEXCO” 

SOUTHAMPTON,  4  Oriental  Place. 

“CICATRIX” 
Or  care  of  following  Correspondents  : 
AMSTERDAM,  Amsterdamsche  Bank, 

597  Ileerengracht . “AMSTERDA” 

BELFAST,  Belfast  Banking  Company, 

“BELBANK” 

BERLIN,  Dresdner  Bank.  38  Behren 

Strasse .  “DRESDBANK” 

CARLSBAD,  Oesterreichische  Credit- 

Anstalt .  “CREDIT" 

CHRISTIANIA,  Christiania  Bank  of 
Kreditkasse,  7  Stortorvet. 

“KREDITKASS” 
CORK,  Munster  and  Leinster  Bank,  66 

South  Mall .  “MTTNLIN” 

DRESDEN.  Dresdner  Bank.  3  Konig 
Johann  Strasse....  “DRESDBANK” 
EDINBURGH,  Royal  Bank  of  Scotland, 

St.  Andrew  Square .  “BANK” 

FLORENCE,  French,  Lemon  &  Co..  4 

Via  Tornabuoni .  “CONCORD” 

GENEVA,  Banque  Federate.  S.  A.. 

“FEDRALBANK” 


HONG  KONG,  International  Banking 
Corporation,  20  Des  Voeux  Road, 

“STATEBANK” 
HONOLULU,  Banking  House  of  Bishop 

&  Co .  “SNOMAD” 

LOS  ANGELES,  CAL.,  Farmers  and 
Merchants  National  Bank, 

“HELLMAN” 

MUNICH,  P.ayerische  Vereinsbank, 

14  Promenade  Strasse, 

“VEREINSBANK” 
PRAGUE,  Bohmische  Union  Bank, 

“UNIONBANK” 
SAN  FRANCISCO,  Union  Trust  Co., 
Cor.  Montgomery,  Post  and  Market 

Sts .  “EXECUTOR” 

SEATTLE,  The  Scandinavian  American 
Bank,  Alaska  Building,  Second  Ave. 

and  Cherry  St .  “SCANDIA” 

STOCKHOLM,  Skandinaviska  Kredit 
Aktiebolaget,  7  Storkvrkobrinken, 

“KREDITBOLAGET” 
VENICE,  Giuseppe  Guetta,  Ascensione 

N.  1255-56 .  “AMERICAN” 

VIENNA,  Anglo-Austrian  Bank,  1 

Strauchgasse .  “ANGLOBANIv” 

ZURICH,  Banque  Federale,  S.  A.. 

“FEDRALBANK” 
Messrs.  Thomas  Cook  &  Son,  245 
Broadway,  New  York,  offer  similar 
facilities  for  their  patrons.  They 
will  send  information  on  request. 
The  bankers  issuing  letters  of  credit 
or  selling  travelers’  checks  to  the 
amount  of  £50  or  more  offer  facilities 
for  forwarding  mail  through  their 
London  or  Paris  offices.  The  steam¬ 
ship  companies  are  also  very  liberal 
in  this  respect.  The  general  advice 
given,  however,  is  of  general  applica¬ 
tion. 


CLOTHING 

Warm  clothing  and  rugs  should  be 
taken  for  the  ocean  trip,  as  well  as  for 
the  railway  journeys  in  most  Euro¬ 
pean  countries ;  even  in  winter  the 
trains  are  seldom  well  heated,  the 
primitive  hot  water  can  being  very 
much  in  vogue.  Occasionally  trains 
will  be  found  where  some  of  the  cars 
are  heated  by  steam  from  the  engine. 
At  least  one  rug  should  be  provided 
for  each  person.  Gentlemen  should 
have  at  least  two  suits,  as  a  change 
of  clothing  is  sometimes  necessary  ow¬ 
ing  to  the  fact  that  decks  are  damp. 
It  is  also  desirable  to  carry  a  dress 
suit  for  use  on  the  steamer,  as  gentle¬ 
men  dress  for  dinner  on  most  of  the 
crack  liners.  Evening  dress  is  not, 
however,  obligatory.  Thick  rubber- 
soled  shoes  will  prove  a  great  comfort 
on  the  voyage.  Golf  or  soft  felt  hats 
should  be  worn  by  gentlemen  at  sea, 
and  ladies  wear  tam-o’-shanters  or 
similar  head-gear  with  thick  veils. 
Yachting  caps  are  not  worn  at  sea. 
Heavy  underclothing  should  be  pro- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


65 


vided  for  the  voyage,  and  may  be  left 
in  trunks  in  the  storage  warehouse. 
Any  article  of  clothing  which  may  have 
been  forgotten  can  be  easily  purchased 
abroad.  English  tailors  are  noted  for 
the  excellence  of  their  material  and 
workmanship,  but  the  cut  is  not 
always  adapted  to  our  American  ideas. 
There  will  be  little  trouble,  however, 
if.  a  good  tailor  is  selected.  The  dress¬ 
makers  and  milliners  of  Paris  are,  of 
course,  famous  throughout  the  world, 
and  are  referred  to  later  on  in  this 
book.  Ladies  will  find  it  very  desir¬ 
able  to  take  along  an  extremely  port¬ 
able  workbox  equipped  with  needles, 
thread,  pins,  hooks-  and  eyes,  buttons, 
etc.,  as  these  articles  are  not  readily 
obtainable  at  sea,  although  one  vessel 
has  inaugurated  a  “department  store’’ 
where  all  little  necessaries  can  be  pur¬ 
chased.  Stewardesses  usually  carry 
needles,  thread,  pins,  etc. 


Bath  slippers  should  be  provided,  as 
occasionally  the  distance  to  the  bath¬ 
rooms  is  quite  considerable.  A  bath¬ 
robe  should  also  be  provided. 

Men  will  find  that  a  heavy  overcoat 
is  needed  even  in  summer,  as  the  winds 
are  apt  to  be  very  piercing.  A  lighter 
coat  intended  for  use  on  arrival  is  also 
useful  at  sea. 

Ladies  should  have  two  cloth  suits, 
flannel  waists,  one  or  more  silk  waists, 
and  several  shirt  waists  with  necessary 
changes  of  underclothing,  etc.,  and  if 
space  permits,  a  gown  for  dinner  and 
evening  wear.  An  extra  pair  of  shoes 
and  a  pair  of  rubbers  should  also  be 
provided. 

Those  who  are  desirous  of.  tak¬ 
ing  fur  wraps  should  obtain  a 


Custom  House  certificate  before  sail¬ 
ing,  as  otherwise  duty  will  be  levied  on 
the  return. 

LADIES'  LIST  OF  THINGS  NOT  TO 
BE  FORGOTTEN. 

Gowns. 

Underclothing. 

Bathrobe. 

Bath  Slippers. 

Shirt  Waists. 

Ulsters. 

Cap  (not  a  yachting  cap). 

Extra  Shoes,  and  Rubbers. 

Umbrella. 

Rug. 

Steamer  Chair  Billow. 

TOILET  ARTICLES. 

Brush. 

Hairpins. 

Tooth  Brush. 

Tooth  Powder. 

Cold  Cream. 

Cologne. 

Powder. 

Pins. 

Safety  Pins. 

Collar  Buttons  and  Cuff  Studs. 

Needles  and  Thread. 

Tape. 

Buttons. 

Hooks  and  Eyes. 

Manicure  Articles. 

Fancy  Work. 

Fountain  Pen. 

Writing  Material. 

Address  Book. 

Hot  Water  Bag. 

GENTLEMEN’S  LIST  OF  THINGS 
NOT  TO  BE  FORGOTTEN. 
EVENING  WEAR. 

Dress  Suit. 

Dinner  Coat. 

White  Waistcoats. 

Dress  Shirt. 

Dress  Ties. 

Dress  Collars. 

Cuffs. 

Cuff  Studs. 

Shirt  Studs. 

Patent  Leather  Shoes. 

Opera  Hat. 

Silk  Hat. 

Cane. 

Umbrella. 

White  Gloves. 

Suspenders. 

FOR  STEAMER. 

All  papers,  letters  of  credit,  travelers’ 
checks,  visiting  cards,  keys,  passport, 
medicines,  etc. 

Collars. 

Cuffs. 

Handkerchiefs. 

Studs 

Cuff  Buttons. 

Duplicate  Prescriptions. 

Duplicate  Eyeglasses. 

Duplicate  Oculist’s  Prescriptions. 

Ties. 

Row  Ties. 

Shirts. 


66 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Outing  Shirts. 

Flannel  Shirts. 

Suit. 

Suit  Underwear. 

Pajamas. 

Duck  Pants  (Southern  Trips). 
Hose. 

Shoes. 

Rubber-soled  Shoes. 

Rath  Slippers. 

Bath  Robe. 

Steamer  Rug. 

Suspenders. 

Belt. 

Gloves. 

Cap. 

Shoestrings. 

Umbrella. 

Cane  (?). 

Brush  Broom. 

Fountain  Pen. 

Paper  Cutter. 

Films. 


TOILET  REQUISITES. 

Hair  Brush. 

Comb. 

Corkscrew. 

Tooth  Brush. 

Tooth  Powder. 

Mouth  Wash. 

Nail  Brush. 

Listerine  or  Borine. 

Pocket  Knife. 

Shaving  Soap. 

Shaving  Brush. 

Safety  Razor. 

Razor. 

Razor  Strop. 

Sponge. 

Bay  Rum. 

Violet  Water. 

Lilac  Water. 

Talcum  Powder. 

Nail  Clipper. 

Nail  File. 

Medicines. 

Hot  Water  Bag. 


STEAMER  TRUNKS 

Trunks  and  packages  required  in  the 
stateroom  should  not  exceed  14  inches 
in  height.  2  feet  in  width  and  three 
feet  in  length.  In  some  staterooms 
larger  trunks  may  be  accommodated, 
but  the  intending  traveler  should  con¬ 
sult  the  steamship  company  relative 
to  the  matter.  A  strong  steamer  trunk 
should  be  purchased,  as  they  are  often 
taken  off  the  steamer  in  lots  of  three 
or  four,  thus  racking  them  severely. 
The  trunks  should  be  kept  locked  while 
in  the  stateroom.  Matting  suitcases 
are  recommended  on  account  of  their 
light  weight.  Heavy  leather  suitcases 
should  not  be  carried,  as  their  own 
weight  is  much  against  them  to  begin 
with.  Lightweight  leather  satchels 
which  have  a  square  opening  when 


opened  up,  are  recommended.  “Hold- 
alls”  and  shawl  straps  are  very  handy 
for  carrying  rugs,  shoes,  and  wraps. 

STEAMER  RUGS 

On  some  steamers  steamer  rugs  can 
be  hired  from  the  purser  at  a  charge 
of  $1.00  for  the  voyage.  It  is  not 
safe,  however,  to  depend  on  getting  a 
rug  in  this  way  unless  the  company 
acknowledges  the  receipt  of  the  order 
in  advance  and  states  that  the  rug  can 
be  furnished.  Rugs  are  very  cheap 
abroad  and  make  acceptable  presents. 
Silk  rugs  have  little  warmth. 


THE  OCEAN  ELEVATOR 
First  suggested  by  the  Editor  to 
MINIMIZE  DISCOMFORT  AT  SEA 


CAMERAS  AND  FIELD  GLASSES 

Travelers  will  find  a  hand  camera  ex¬ 
tremely  useful  in  retaining  and  fixing 
strange  sights  ana  views  on  the  trip 
abroad.  Cameras  are  particularly  use¬ 
ful  at  sea,  and  many  of  the  groups 
which  are  taken  3ve  warmly  treasured 
after  the  return.  Films  are  easily 
carried,  not.  likely  to  be  broken,  and 
can  be  had  anywhere  in  Europe,  while 
with  plates  it  is  sometimes  difficult  to 
obtain  the  right  sizes.  Usually  cam¬ 
eras  must  be  checked  in  museums, 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


67 


galleries,  etc.  It  should  be  remembered 
that  in  Europe,  and  particularly  on 
the  Continent,  it  is  forbidden  to 'take 
pictures  or  make  sketches  of  fortresses, 
arsenals,  dock-yards,  etc.,  and  the 
visitor  should  be  extremely  cautious 
in  this  matter  as  the  trouble  is  apt 
to  be  serious.  The  United  States 
Consul  should  be  communicated  with 
at  once  in  case  of  any  trouble. 

A  pair  of  marine  glasses  add  greatly 
to  the  enjoyment  of  an  ocean  trip. 
It  should  be  borne  in  mind  that  optical 
goods  can  be  purchased  much  cheaper 
abroad  than  in  the  United  States. 


Prism  glasses  are  specially  recom¬ 
mended. 

DARK  ROOM 

On  many  trans- Atlantic  steamers  a 
photographer  is  carried  to  take  groups 
at  sea  and  also  to  develop  the  films 
and  plates  of  passengers.  The  work 
is  done  at  moderate  rates  and  is  a 
great  convenience,  and  passengers  can 
arrange  with  the  photographer  to  ob¬ 
tain  the  use  of  the  dark  room  at  all 
reasonable  times.  Give  moderate  fee, 
say  50  cents  for  voyage. 


THE  PILOT  BOAT  “NEW  YORK”  OFF  AMBROSE  CHANNEL 
CABLE  RATES  FROM  N.  Y. 


The  following  is  a  very  brief  list  of 
cable  rates  which  has  been  compiled 
to  interest  readers  of  this  book.  The 
rate  is  for  the  quickest  and  cheapest 
route  via  ocean  cables  and  foreign 
land  lines.  All  rates  are  subject  to 
change  without  notice,  and  we  do  not 
take  any  responsibility  in  regard  to 
the  figures  given : 

Austria,  per  word.  32  cents. 

Belgium,  per  word,  25  cents. 

Denmark,  per  word,  35  cents. 

Egypt,  via  France,  per  word,  5C t  to 
58  cents. 

England,  per  word,  25  cents. 

France,  per  word,  25  cents. 

Germany,  per  word,  25  cents. 


Gibraltar,  per  word,  43  cents. 

Greece  and  Isles,  per  word,  36  cents. 
Heligoland,  per  word.  25  cents. 
Holland,  per  word,  25  cents. 
Hungary,  per  word,  32  cents. 
Ireland,  per  word,  25  cents. 

Italy,  per  word,  31  cents. 
Luxemburg,  per  word,  30  cents. 
Malta,  per  word,  35  cents. 

Morocco,  per  word,  40  to  55  cents. 
Norway,  per  word,  35  cents. 
Portugal,  per  word,  39  cents. 
Russia,  in  Europe,  per  word,  43 
cents. 

'Russia,  in  Asia,  per  word,  50  cents. 
Scotland,  per  word,  25  cents. 

Sicily,  per  word,  31  cents. 


68 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Spain,  per  word,  38  to  40  cents. 

Sweden,  per  word,  38  cents. 

Switzerland,  per  word,  30  cents. 

Tunis,  per  word,  32  cents. 

Turkey,  in  Asia,  per  word,  45  cents. 

Turkey,  in  Europe,  per  word,  37 
cents. 

AVales,  per  word,  25  cents. 

Messages  to  Turkey  must  not  be  in 
secret  language,  and  messages  relating 
to  crimes  of  anarchists  will  not  be 
translated  or  delivered  in  Portugal. 
Cable  rates  to  places  in  the  Pacific 
will  hardly  interest  readers  of  this 
book,  as  if  they  have  occasion  to  send 
messages  they  would  undoubtedly  send 
them  from  San  Francisco.  Any  tele¬ 
graph  company  will  be  glad  to  give 
full  quotations  in  detail. 

REGISTERED  CABLE  ADDRESS. 

It  is  impossible  to'  register  every 
word  desired  by  those  who  expect  to 
transact  business  by  cable,  for  the  ca¬ 
ble  companies  would  soon  have  so 
much  duplication  of  registered  cable 
addresses  that  the  message  would  be 
undelivered.  Any  cable  company  will 
on  request  give  a  registered  cable  ad¬ 
dress,  and  a  message  sent  under  this 
regularly  issued  code  address  used  by 
any  company  will  be  properly  deliv¬ 
ered.* 

TRAVELERS’  CIPHER  CODE 

This  code  is  intended  for  American  Express 
Company’s  patrons,  for  convenience  and 
economy  in  communicating  by  Cable  with 
their  friends,  also  with  the  Company’s  offices 
and  correspondents  named  on  pages  62  and  64. 

Patrons  should  register  their  private  cable 
addresses  at  the  Company’s  offices  and  cor¬ 
respondents  referred  to  above.  Otherwise 
messages  for  them,  sent  to  care  of  this  Com¬ 
pany,  must  be  addressed  with  their  full  names. 

Following  is  the  proper  form  of  a  Cablegram, 
in  cipher,  “Elagabel  ”  being  the  private  cable 
address  and  meaning  “Franklin  Young.” 

“Elagabel  Care  Cicatrix,  London — 
“Fallowist  Felsina” 

When  translated,  the  above  message  reads: 
“Franklin  Young,  Care  American  Express  Co. 

“5  and  6  Haymark»t,  London 
“  All  well.  Have  forwarded  letters  as  re¬ 
quested.” 


*You  can  get  duplicate  copies  of  this  code 
by  writing  to  the  American  Express  Co.,  65 
Broadway,  New  York.  They  will  be  sent  on 
request  without  charge.  It  is  necessary  in 
using  a  cable  code  to  have  a  copy  in  the  hands 
of  both  sender  and  receiver.  It  is  believed 
that  this  solves  a  difficulty  which  is  often  en¬ 
countered  in  an  economical  manner.  The 
cable  code  is  not  the  worse  from  the  fact  that 
a  copy  can  be  obtained  free  for  the  stay-at- 
homes. 


Additional  cipher  words  at  the  end  of  the 
Code  are  intended  for  the  entry  of  special 
phrases  which  travelers  may  find  desirable 
to  agree  upon  for  private  use  with  their  friends. 
Care  must  be  taken  of  course  to  see  that  the 
same  phrase  is  entered  opposite  each  particular 
code  word. 

To  avoid  mistakes,  each  letter  of  a  cable¬ 
gram  should  be  plainly  written  ;  and  in  sending 
or  receiving  cipher  messages,  the  code  words 

should  be  carefully  checked  and  re-checked. 


Fabaraz . ABSENT  until 

ACCIDENT.  See  “Health.” 
ACCOMMODATIONS.  See  “Ho¬ 
tels,  Sailings,”  etc. 

Fabarils . ACCORDING  to 

Fabatorum..  .ACT  according  to 
Fabbrico . Act  according  to  your  instruc¬ 

tions  (from) 

Fabbro . Act  as  you  think  best 

Fabella . May  I  act 


Fabordao  . .  .May  I  act  accordingly 
Fabraterno..  .You  may  act  accordingly 
Fabrefacto. .  .Suspend  further  action  until  I 
return.  (See  also  "Instruc¬ 
tions.”) 

Fabricaba..  .  .ADDRESS  is 

Fabricador _ Address  mail  to  me  at.  .  .  .Poste 

Restante 


Fabricaron..  .Your  mail  was  sent  to.  .  .  .Poste 
Restante 

Fabrikherr. .  .Address  of  party  named  is 

Fabrique . Address  unknown 

Fabulas . Address  will  be.  .  .  .after 


Fabulisant. .  .  Have  mailed  you  my  address 
Fabulonem..  .My  address  will  be.  .  .  .after 
Fabuntur. .  .  .My  address  for  all  letters  and 
telegrams  is 

Faccenda. . .  .Send  me  address 
Facchino.  .  .  .  What  is  address  of 


Faccia . What  will  be  your  address  after 

(See  also  “Letters — Mail.”) 

ADVISE.  (See  also  “Purchase, 
Payment.”) 

Facellina . Important  ANSWER  should  be 

here  by - 

Facendo . Important  you  should  give  some 

answer 

Facesse . Important  I  should  have  answer 

at  once 

Facetabat.. .  .ARRANGE  as  you  think  best 
Facetando...  .Arrange  it  for  me 

Facetas . Arrange  for  my  arrival 

Facetely . All  arrangements  are  made 

Faceting . Can  arrange 

Faceto . Cannot  arrange 

Facettes . Can  arrange  as  desired 

Fachada . Cannot  arrange  as  desired 

Fachearon. .  .Cannot  arrange  as  you  wish, 
but  can  arrange  as  follows 
Fachendon. .  .Can  you  arrange? 

Fachons . Cancel  arrangements 

Fachtafel .  .  .  ARRIVED:  well 
Fachzahn.. .  .Arrived;  found  all  well 

Facibene . Arrived;  have  mailed  letter-s 

Facilely . Arrived  safely;  delayed  en  route 

Facilimo . Arrived;  all  well  but.  .  .  .  who  is 

iU 

Facifiter . Expect  to  arrive  at.  .  .  .on 

Facimola.  .  .  .Expect  to  arrive  at.  .  .  .on.  .  .  . 
address  mail  care 

Facingly . Expect  to  leave,  .on  or  about.  . 

and  to  arrive  at.  .on 
Facinora . Has.  . .  .arrived? 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


G9 


Facinus . . has  arrived 

Facistol . . . has  arrived  and  is  well 

Facitore . . — has  arrived  and  is  not 

well;  nothing  serious 

Facitura . . has  arrived  and  is  very  ill 

Fackel . . has  not  arrived 

Fackeltanz. .  . - will  arrive 

Facolta . Shall  arrive  at.  .  .  meet  me  (us) 

Facondita..  .  .When  will.  .  .  arrive? 

(See  also  “Leave”  and  “Re¬ 
turn.”) 

Facopan . Apply  to.  .  .  .for  AUTOMOBILE 

and  ship  same  to  me  at.  .  .  . 

Facopit . At  what  rate  per  day  can  you 

automobile? 

Facopod . Automobile  has  broken  down 

Facorad . Automobile  has  broken  down. 

Am  proceeding  by  train  to.  .  . 

Facoret . Automobile  has  broken  down. 

Am  returning  by  train 

Facorim . Cari  you  join  me  for  an  automo¬ 

bile  tour  (date.  . .  .)  about.  .  . 
days? 

Facoron . Cost  of  crating  will  be.  .  .  . 

Facorug . Cost  of  packing,  using  old  crate, 

will  be.  .  .  . 

Facosal . Cover  insurance,  all  risks 

Facoset . Enquire  from....  when  auto¬ 

mobile  will  be  ready 

Facosum . Have  you  shipped  my  automo¬ 

bile?  If  so.  how  and  when? 
Facotas . Please  take  delivery  of.my  auto¬ 

mobile  from ....  and  store  un¬ 
til  I  instruct  you  further 

Facotem . When  will  automobile  be  ready 

for  shipment? 

Facoti . BAGGAGE  sent  to  care  of  Amer¬ 

ican  Express  Co's  office  at.  .  . 
Factionr.ry. .  .Baggage  sent  to 
Factionist..  .  .Baggage  sent  care  of 
Factiosuni .  .  .  Baggage  found  and  sent  to 

Factiotal . Baggage  lost 

Factivel . Cannot  find  baggage 

Factorship.  .  .Deliver  baggage  to 
Factricem.. .  .Have  found  baggage 
Facturando.. .  Have  sent  baggage  as  requested 
Facture . Hold  baggage  until  further  ad¬ 

vised 

Facturous. . .  .Have  lost  keys 
Facutando.  .  .Inquire  at  American  Express 
Co’s  office  for  baggage 

Fadedly . Keys  to  baggage  lost;  force  lock 

Fadeless . Send  baggage  by  American  Ex¬ 


press  Co. 

Fadenblume..Send  baggage  care  of 
Fadengrade . . Send  baggage  to 
Fadenkrebs.. .  Send  baggage  to  care  of  Amer¬ 
ican  Express  Co.’s  office  at.  .  . 

Faeculet . Please  forward  my  baggage 

through  American  Express  Co. 
as  follows - 


Faedeln . Send  keys  to  baggage 

Faggots . BRING  him 

Fagotage . Bring.  .  .  .with  you 

Fagotto . Shall  I  bring - ? 

Fagulha . Do  not  bring  him  (her  or  them) 

Fagutale . Do  not  bring - — 

Fahlore . BUSINESS  bad 

Fahnden . Business  good;  everything  all 

right 

Fahne. .  .-.  .  .  .Business  improving 
Fahnengeld.  .How  is  business? 

Fahrgast . Important  business 

Fahrgut . Important  business  prevents  my 

leaving  now 


CABLE- — See  “Telegraph”  and 
“Money,  Funds.” 

Fahrmittel. .  .CARE  of  American  Express  Co. 

Fahrnis . Care  of 

Fahrspirr . COME  and  bring 

Fahrvoll . Come  and  bring.  .  .  .and  friends 

Fahrzins . Come  as  soon  as  possible 

Fajan . Come  as  soon  as  you  convenient¬ 

ly  can 

Fakkels . Come  by  steamer.  .  .  .sailing.  .  . 

(/rom) 

Falacer . Come  back  as  soon  as  possible 

Falacha . Come  immediately 

Falangetta. .  .  Do  not  come  today 
Falangista.  .  .Do  not  come  today;  will  explain 
by  letter 

Falangosi. . .  .Join  me  (us)  at.  .  .  .on  .  .  . 
Falbalas . Accept  hearty  CONGRATULA¬ 

TIONS 

Falcacar . Offer  congratulations 

CREDIT — See  “Money,”  also 
“Time.” 

Falcada . DELAY  is  dangerous 

Falcafort . Delay  will  be  explained  by  letter 

Falcastro.  .  .  .Do  not  delay 

Falcator . Please  explain  delay 

Falcicula . DEPARTURE  postponed 

Falciferum..  .Departure  postponed  until 

Falcinelo . Departure  postponed;  will  wire 

date  I  (we)  leave 

Falco . Departure  postponed;  will  write 

(See  also  “Leave”  and  “Sail¬ 
ing.”) 

Falcoletta. .  :  .  DESIRE-S  to  know  where  you 


can  be  met  en  route  between 
now  and 

Falcolotto. . .  .  Am  very  anxious  to  hear  (about) 
Falconava.. .  .  Am  (are)  DETAINED 


Falconine. .  .  .  Am  (are)  detained;  cannot  say 
when  I  (we)  can  leave 

Falcorde . Am  (are)  detained  here  by  .  .  .  . 

Faldelfa  DIED 

Faldellin  Died  last  night 

Faldetta . Died  this  morning 

Faldistory . died.  .  .  . ;  notify.  .  .  .and 

ask  him  (her  or  them)  for 
instructions 

Faldworth...  .Arrange  with  American  Express 
Company  to  send  body  home 
(See  also  “Health.”) 

Falerina . DO  nothing  further  until  you 

hear  from  me 

Falhado . Do  nothing  further  until  you 

hear  from 

Falisca . Do  the  best  you  can 

Falke . Can  do  no  good  by  remaining 

Falkenhof. . . .  Can  do  no  good  by  remaining 
shall  I  (we)  return? 

Falkenrabe. .  .Can  be  of  service  by  remaining 
Falkonet . Can  I  (we)  do  anything 


(See  also  “  Act.”) 

DRAFT — See  “Money,  Funds,” 
etc. 

DRESSES — See  “Purchase, 
Payment,”  etc. 


Fallacious. ...  Am  ENGAGED 

Fallacy . Will  be  engaged  all 

Fallador . Will  be  engaged  until 

Fallanza . ENJOYING  ourselves  and  all 

well 

Faliava . EVERYTHING  appears  to  be 

correct 

Fallebas . Everything  in  great  disorder 

Fallecido . Everything  satisfactorily  ar¬ 

ranged 


70 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Fallender. . 

.  Do  not  expect  me  until 

Fanatiser.  . 

.  Do  not  accept  terms  (offer) 

EXTEND — See  “Time.” 

Fanatizo. . . 

.Give  instructions 

FAILED — See  “Money,  Funds,” 

Fanciful. .  . 

.  Repeat  instructions 

etc. 

Fanciless.. . 

.Why  were  my  instructions  not 

Fallevole. . . 

.  .Do  not  FORGET 

acted  upon? 

Fallgarn. . . 

.  .  Have  you  forgotten 

Fancy . 

.  KEEP  this  strictly  private 

Fallgeld.. . . 

.  .  Have  not  forgotten 

Fandango.. 

.  Keep  for  me  until  I  return 

FORWARDING— See  Index 

Faneca.  .  .  . 

.  Keep  me  advised  of  your  move- 

FUNDS — See  Index 

ments 

Fallholz. .  . 

.  .Use  HASTE 

Faneront. . . 

..Will  keep  you  advised  of  my 

Fallido . 

.  .  Do  not  use  too  much  haste 

movements 

Failivel . Advise  me  as  to  HEALTH  of 

Falloppa . All  in  good  health 

Fallowist . All  well 

Fallsack . . is  better 

Fallsacht . . is  much  better 

Falltho . . is  (are)  we’l 

Falltuch . . has  recovered 

Fallunt . . has  met  with  serious  acci¬ 

dent 

Fallwild . . has  met  with  accident;  not 

serious 

Fallzins . Health  is  good 

Falobar . Health  is  bad 

Falotico . How  is  (are) 

Falripas . . is  ill 

Falsammo.  .  . - is  very  ill 

Falsardo . . is  dangerously  ill;  come  at 

once 

Falsarono..  .  . - is  ill  and  will  remain  here 

for  the  present 

Falsatoris _ _ is  about  the  same 

Falsavate. . .  . - is  worse 

Falsedad . . . is  very  low 

Falsening. . . - is  very  low;  be  prepared  for 

the  worst 

Falsero . . . is  very  low;  be  prepared  for 

the  worst;  inform 

Falsism . HOLD  matter  in  abeyance  until 

I  return 

(See  also  “Arrived.”) 

HOTELS — See  Index. 

Falsorum. . .  .  IMPORTANT  that  you 

Falstaff . If  anything  important  occurs, 

let  me  know 

Faltado . If  anything  important  occurs, 

let.. .  .  know 

Faltar . If  anything  important  occurs, 

will  let  you  know 
(See  also  “Telegraphs.”) 

Faltaron . INFORM  friends 

Faltenrock. .  .Inform  friends;  boy;  both  well 
Faltenzahn. .  .Inform  friends;  girl;  both  well 

Falucho . Inform  him  (her  or  them) 

Falzbank.  .  .  .Inform  by  wire 

Falzbein . Information  received 

Falzbock . INQUIRE  at  American  Express 

Co.’s  office 

Falzhobel. . .  .Inquire  at 
Famacido. . .  .Inquire  about 
Famecula. . .  .Inquire  at  hotel 

Famgams _ Inquire  at  post-office 

Famigeret.. .  -  Inquire  at  station 
Familism. . .  .Inquire  at  wharf 

Famine . INSTRUCTIONS  acted  upon 

Famous . Instructions  not  acted  upon 

Famulating.  .  Instructions  received  and  under¬ 

stood 

Famultatis. .  .Instructions  received  but  not 
understood 

Fanabat . Instructions  received;  impossi¬ 

ble  to  comply 

Fanabunt. . . .  Accept  terms  (offer) 

Fanam . Await  instructions 

Fanaremus.  ..Awaiting  instructions 

Fanatical.  .  .  Cancel  instructions 


. train 

. ;  send  it  (them)  at  once 
send  it  (them)  to 
take  care  of  it 


.and 


KNOW — See  Index 
Fanfaluca...  .Cannot  LEAVE 
Fanfarone...  .Cannot  leave  today 

Fangball . Cannot  leave  tomorrow 

Fanggeld . Cannot  leave  for  several  days 

Fanghund.. .  .Cannot  leave  before 

Fangless . . expects  to  leave 

Fangosa . Has.  .  .  .left? 

Fangot . Left  today 

Fangs . Left  yesterday 

Fangstock...  .Has  left 
Fangtuch. . .  .  Left  on. 

Fangzahn.. .  .  Left. 

Fanhonho. . . .  Left . 

Fanino . Left. 

Fantasme. . . .  When  can  you  leave? 

Fantassin. . .  .When  do  you  leave? 

Fantem . Will  leave 

Fantesche.. .  .Will  leave  today 

Fantibus . Will  leave  tomorrow 

Fantil . Will  leave  by  next  train 

Fantome . Will  leave  by  first  train;  meet 

me  (us) 

Farabi . Will  probably  leave 

Farabutto...  .Shall  remain  here  until.  . 

then  go  to 

(See  also  “Departure,” 
“Time,”  “Sailings.”) 
LETTERS— See  Index. 

Farage . LOST  my  code;  send  me  du¬ 

plicate 

Farala . Lost  my  passport 

Faramalla...  .Lost  my.  .  .  .at  the 
Farandole.. .  .  Lost  my.... in  the  cab;  in¬ 
quire  at  lost  property  office 

Farbebad.  .  .  .Lost  my . at  the.  .  .  . ;  make 

inquiries 

Farbenbild. .  .Lost  my.  .  .  . ;  what  shall  I  do? 
Farbenofen..  .Lost  my.  .  .  .  in  cars;  inquire  at 
lost  property  office 
(See  also  “Money”  and 
“Hotels.”) 

Farbenrand .  .  LOVE  and  best  wishes 
MAIL — See  Index. 

Farbensatt. .  .MARRIED  on  the 

Farbenton...  . - was  married  on  the 

Farbentrug.  ..MEET  me  at 

Farbcnwelt..  .Meet  me  at  Exposition  grounds 

Farbholz . Cannot  meet  you  as  desired 

Farbmalz.  .  .  .Cannot  meet  you  at  time  men¬ 
tioned,  but  can  do  so - 

Farbstoff . Meet  train 

Farcant . Will  meet  train 

Farcements.  .Cannot  meet  train 

Farcilite . Meet  steamer 

Farcinabit.. .  .  Will  meet  steamer 
Farcinant. . .  .Cannot  meet  steamer 
Farcissant.. .  .Can  meet.  .  .  .as  desired 

Farctum . Will  meet.  .  .  .as  desired 

Fardagem...  .Can  meet.  . 

Fardamento.  .Can  meet.  . 

Fardeler . Can  meet.  . 


.  at 
.  at. 
.  .at. 


.  today 
.  tomorrow 


Fardulfe . Will  meet. . .  .at - 

Faredo . Will  meet.  .  .  .at.  .  .  .today 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


71 


Farelhao . Will  meet ....  at ...  .  tomorrow 

(See  also  “Hotels”  and 
“  Time.”) 

Faretrado. . . .  MISSED  Steamer 

Farfanes . Missed  steamer;  will  come  by 

next 

Farforth . Missed  steamer;  will  not  come 

Farfullar . Missed  train 

Farfullo . Missed  train;  will  come  by 

Fargard . Missed  train;  will  remain  at 

....  tonight 

Faribole . Missed  train;  will  remain  here 

tonight 

Farina . Missed  train;  do  not  expect  me 

MONEY — See  Index. 

NUMBERS — See  Index. 

OBTAIN — See  “Purchase,” 

“Payment”  etc. 

Farinella . No  OPINION  either  way 

Faringea . No  opinion,  but  rather  in  favor 


Faringitis. . .  .No  opinion,  but  rather  against 
(See  also  “Money  ”) 

Fariolum ....  PARTICULARS  necessary  be¬ 
fore  deciding 


Fariscar . Full  particulars 

Farmable. .  .  .  Further  particulars 
Farmento. . .  .Send  full  particulars 

Farmery . Send  full  particulars  by  mail 

Farmost . Send  full  particulars  by  tele¬ 


graph 

PAYMENT— See  Index. 
POSTPONED — See  “Leave.” 

Farmyard.. .  .PREFER  that  you  should 
PURCHASE — See  Index. 
RELIABLE— See  Index. 
Farnesim. . .  .Shall  REMAIN  here  until 


Farolazo . Shall  I  remain  until 

Farolear . Do  not  remain 

(See  also  “Leave.”) 

Farolon . REPORT  at - 

Farpar . Report  as  soon  as  possible 

Farragem ....  Report  here 

(See  also  “Reliable.”) 
Farraginis.. .  REPLY  by  mail 

Farrapao . Reply  by  telegraph 

Farrochs . Replies  as  follows 

Farroma . Why  do  you  not  reply  to  my 

telegram  (of) 

Farrusca . RETURN  at  once 

Farsange . Return"  at  once ;  ....  is  ill 

Farseris . Return  at  leisure 

Farserunt. ...  Return  as  soon  as  possible; 

important  matter  requires 

your  attention 

Farsettone. .  .All  well;  there  is  no  necessity  to 
hurry  back 

Farsilis . Can  return  at  any  time 

Farsola . Can  return - 

Fartado . Can  return  today 

Fartavel . Can  return  tomorrow 

Farthing . Cannot  return  before - 

Farturam ...  .Cannot  return  before  tomorrow 
Fasanella. . .  .Cannot  return  unless 

Fascelis . Cannot  return  unless  you  send 

funds 

Fascicle . May  not  return  for  few  days 

Fasciculo.  .  .  .May  not  return  for  few  days; 

if  you  want  me  telegraph 
Fascinador. .  .  If  nothing  requires  my  attention, 

will  not  return  until - 

Fascinate. ..  .Nothing  here  requiring  your 
return 

Fascolma. ..  .Prepare  to  return  in  case  we 
telegraph  you 

SAILINGS,  STEAMSHIPS,  etc. 
— See  Index. 


Faselochs. . .  .Have  SEEN 

Faserkalk. . .  .  Have  seen ....  and  he  (she  or 
they)  will  do  as  requested 

Fasern . Have  seen . and  he  (she  or 

they)  decline  to  do  as  re¬ 

quested 

Fasertorf . Have  you  seen - 

Fashioned. . . .  Have  not  seen - 

Fashionist. . .  .SEND  by  American  Express  Co. 

Fasmate . Send  by  mail 

Fassacate ....  Send  by  telegraph 
Fassband.  .  .  .Send  by  train 


(See  also  “  Purchase,  Pay¬ 
ments,  and  Forwarding.”) 

SHIPPED— SHIPPING— See  In¬ 
dex. 

SICK— See  “Health.” 

STORAGE— See  Index. 

Fasterman. ..  Accept  my  sincere  SYMPATHY 

Fastidious.. .  .See.  ...  and  offer  my  sincere 
sympathy 
(See  also  “Wish.”) 

Fastidosas.. .  .TELEGRAPH  me  care  of  Arner- 
ican  Express  Co.,  at 

Fatandolo.. .  .Telegraph  me  care  of - 


Fatandum.. .  .Answering  your  telegram  in 
reference  to - 

Fatassimo.. .  .Please  reply  by  cable  (telegraph) 
at  my  expense 

Fatatura . Telegraph  amount 

Fatebor . Telegraph  amount  needed 

Fatefully . Telegraph  when  you  leave 

Fateri . Telegraph  when  you  will 

Fatherland..  .Telegraph  as  follows 

Fatherly . Await  my  further  telegram 

Fathom . Before  telegram  was  sent  had 


Fathoming. .  .Cancel  my  message  about - 

Fathomless. .  .Cannot  understand  your  tele¬ 
gram 

Faricando. ..  .Cannot  understand  your  tele¬ 
gram;  repeat  in  plain  lan¬ 
guage 

Faticavate.  .  .Cannot understand  the.  .  .  .word 
in  your  telegram;  please 
repeat 

Faticino . . word  in  my  telegram  is - 

Faticosa . Do  not  telegraph  me  until  you 

have  seen - 

Fatifer . Have  not  received  your  tele¬ 
gram  of - - 

Fatigabat. .  .  . If  any  telegrams  for  under¬ 
signed,  please  repeat  at  my 
(our)  expense  to  the  following 
address - 


(NOTE. — The  above  phrase  is  available 
with  offices  of  AMERICAN  EXPRESS 
CO.  only  by  patrons  who  have  previously 
arranged  with  the  Company’s  Agents  to 


forward  their  telegrams.) 

Fatigador. . .  .Keep  me  informed  by  telegraph 

Fatigarent. .  .Received  your  telegram  of - 

Fatigatam...  .Received  your  telegram  of.  .  .  . 

and  will  act  accordingly 
Fatigosas.  .  .  .Received  your  telegram  of.  .  .  . 

and  cannot  act  as  requested 

Fatilegi . Referring  to  your  telegram  of 

Fatimite . Referring  to  my  telegram  of 

Fatiscas . Repeat  this  message  to - 

Fatiscet . Refer  to  my  telegram  of - 

Fativel . The  remainder  of  this  telegram 

is  in  Lieber’s  Code.  Amer¬ 
ican  Express  Co.,  New  York, 
Boston,  Chicago  and  Euro¬ 
pean  offices  hold  copy.  Apply 
to  them  for  translation. 


72 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI 


Fatoris . Your  telegram  is  received  and 

understood 

Fatras . You  can  reach  me  by  telegraph 

at - 

(See  also  “  Letters,”  “  Money,” 
‘‘  Purchase.”) 

TERMS — See  “Instructions.” 
TIME — See  Index. 

Fatsoen . Do  you  UNDERSTAND? 

Fattore . I  (we)  understand  (that) 

Fattrice . I  (we)  do  not  understand 

Fatucli . UNITED  STATES  CONSUL  (at) 

WELL— See  “Health.” 
Favagello. . .  .WHAT  is  (are)  the 

Favea . WISH  you  a  Merry  Christmas 

Favelle . Wish  you  a  Happy  New  Year 

Favellero.  .  .  .Wish  you  many  happy  returns 
of  the  day 

Faventat . Best  wishes  on  the  occasion  of 

your 

Faventem..  .  .Do  you  wish  me  to 

(See  also  “Sympathy.”) 


HOTEL  ACCOMMODATIONS, 
ETC. 


Faventis . Can  you  get  accommodations? 

Faverella.  .  .  .Can  get  accommodations 
Faverolle.  .  .  .Can  you  reserve  one  single  room 

for  me?  Am  due  to  arrive - 

Favillis . Can  you  reserve  one  double  room 

for  me?  Am  due  to  arrive - 

Favinha . Can  you  reserve  the  rooms  men¬ 

tioned  below  for  the  number 
of  persons  stated,  dating  from 

the  following  time - 

Favisoris . Cannot  accept  the  accommoda¬ 

tions  offered 

Favolo . Cannot  get  accommodations 

Favorado.  ..  .Cannot  secure  accommodations 
(at) 

Favoravel. ...  Engagements  will  not  permit 
of  reserving,  .room-s  for  you 
as  requested 

Favorisant .  .  .  Have  secured  accommodations 
(at) 

Favorite . Please  reserve  one  single  room 

for  me.  Am  due  to  arrive - 

Favorosa . Please  reserve  one  double  room 

for  me.  Am  due  to  arrive - 

Favubat . Please  reserve  one  single  room 

and  bath.  Am  due  to  arrive 


Favubol . Please  reserve  one  double  room 

and  bath.  Am  due  to  arrive 


Favule . Please  reserve  the  rooms  men¬ 

tioned  below  for  the  number 
of  persons  stated,  dating  from 
the  following  time — — 

Faxim . Please  secure  hotel  accommo¬ 

dations  for.  .  .  .persons 

Fazanten  ....  Shall  be  able  to  reserve  room-s 
for  you  as  requested 

Fazzolet . What  other  accommodations 

are  open 

Fealty . Will  accept  the  accommodations 

offered 

Fearless . Will  get  accommodations 

Feastfull . Please  search  room-s  I  occupied 

for  the  following  articles  and 
if  found  forward  by  American 
Express  Co.  to  the  following 
address - 

Feathers . Please  send  a  porter  with  badge 

or  cap  bearing  the  name  of 


....  hotel  to  meet  me  (or  us) 
on  arrival  of  the  following 
train  or  steamer 

Feazing . If  the  following  named  person  is 

at.  .  .  .hotel  please  request 
him  (or  her)  to  advise  me  by 
telegram  at  the  following 
address - 

LETTERS— MAIL. 


Felpa . Apply  at  American  Express  Co.’s 

office  for  letter-s 

Felpilla . Apply  at.  .  .  .office  for  letter-s 

Felsblock.  .  .  .All  letters  up  to  date  have  been 


sent 

Felsenbahn. .  .Anything  the  matter?  No  let¬ 
ters  or  telegrams  received 
Felsenbett.. .  .Await  my  (our)  letter-s  (of) 


Felsengrab.  .  .Before  letter  was  received  had 
Felsenhart.  .  .Did  you  receive  my  letter-s  of 


Felsenlage .  .  .  Do  not  forward  any  letter  until 
you  hear  from  me  again 
Felsenlast..  .  .Do  not  forward  any  letter  after 
Felsenzahn. ..  Forward  letters  and  telegrams 

care  of  American  Express  Co., 

at 

Felsgebirg. ...  Forward  mail  and  telegrams 

Felsgnat . Forward  mail  and  telegrams  to 

Felshorn . Forward  mail  and  telegrams 

care  of 

Felsina . Have  forwarded  letters  as  re¬ 

quested 

Felskamm.  .  .Have  not  forwarded  letter-s  as 
requested 

Felskluft . Have  not  forwarded  letters  as 

requested,  but  will  do  so  at 
once 

Felskopf . Have  letter-s  for  you 

Felsrinne.  .  .  .  Have  letter-s  for  you;  where 
shall  it  (they)  be  sent? 
Felsspalte. .  .  .  Have  letter-s  from 
Felsstock.  .  .  .  Have  letter-s  for  you  from.  .  .  . ; 

shall  it  (they)  be  forwarded? 
Felsthal . Have  received  no  letter  from 


you  since 

Felstone . Have  obtained  letter-s  from 

post-office  and  have  forwarded 
it  (them) 


Felswand ....  Have  written  you  fully  concern¬ 
ing 

Felters . Have  you  any  letter-s  for  me? 

Feltmaker.. .  .Have  you  any  letter-s  for  me? 
If  so  forward  to 

Feltrar . Have  you  received  any  letter 

from - 

Feltrarlo . Have  not  received  your  letter 

(of) 

Feltrinos . Have  you  any  registered  letter-s 

for  me? 

Feltro . Have  you  any  registered  letter-s 

for  me?  If  so,  forward  to 

Feltrollo . Have  you  forwarded  letter-s  as 

requested? 

Felugem  Hold  letter-s 

Femeaco . Last  letter  received  from  you  is 

dated 

Femelaars...  .Letter  posted  to-day  should  be 
directed  to 

Fcmellarum. .  Letter  received  without  enclos¬ 
ure;  please  investigate 

Femelle . No  letter-s  at  post-office;  have 

inquired 

Femellis . Please  advise  me  fully  at  the 

following  address - 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


73 


Femelot . Received  your  letter  of - 

Femeniles.. .  .Received  your  letter  of....; 

and  will  act  as  requested 
Femeninas. .  .Received  your  letter  of....; 

cannot  do  as  requested 
Femenino...  .Where  will  letter  reach  you? 
Fementida.  ..  Where  will  letter  reach  you? 

have  important  communi¬ 
cation 

Feminabit.. . .  WTiere  will  letter  reach  you  if 
mailed  to-day? 

Feminacy. . . . Why  do  you  not  reply  to  my 

letter  of - ? 

Feminalis. . .  .Wrote  you 
Feminantem.. Wrote  you  to 
Feminarent.  ,WTrote  you  care  of 

Feminela.  .  .  .Wrote  you  last  on  the - 

Feminidade.  .Wrote  you  by  last  mail 

(See  also  “Address”  and 
“Telegraph.”) 

MONEY,  FUNDS,  CREDIT,  ETC. 

Feminil . American  Express  Co.’s  Foreign 

Draft  =s 

Femininely..  .American  Express  Co.’s  Travelers 
Cheques 

Feminism.. .  .American  Express  Co.'s  Travelers 
Letter  of  Credit 

Feminize . American  Express  Co.’s  Com- 

mercial  Letter  of  Credit 

Femnie . Am  in  need  of  funds;  please 

remit  American  Express  Co.’s 
Travelers  Cheques  (for  $....) 
Femminella.  .Am  in  need  of  funds;  please  send 
at  once  American  Express 
Co.’s  Foreign  Draft  (for  $ .  .  .  ) 
Femminetta. .  Am  in  need  of  funds;  please 
remit  at  once  by  cable  through 

American  Express  Co.  at - 

(#.  ■  ■  •) 

Femminino.. .  Arrange  to  have  bank  either 
mail  draft  or  telegraph  to 
Treasurer  American  Express 
Co.,  65  Broadway,  New  York, 
with  instructions  to  cable  the 
amount  following  care  Amer¬ 
ican  Express  Co.  at 

Femminona.  .Arrange  to  have  American  Ex¬ 
press  Co.  CABLE  instructions 
to  deliver  to  me  Travelers 
Cheques  for  the  following 
amount  in  dollars  at  the  fol¬ 
lowing  city  or  address  ($...) 
(city  or  address .  .  . ) 

Femminuzza. Arrange  to  have  American  Ex¬ 
press  Co.  MAIL  instructions 
to  deliver  to  me  Travelers 
Cheques  for  the  following 
amount  in  dollars  at  the  fol¬ 
lowing  city  or  address  ($....) 
(city  or  address.  .  .  . ) 

Femoral . Arrange  with  American  Ex¬ 

press  Co.  for  issue  of  Travelers 
Letter  of  Credit 

Femorales.. .. Cable  funds  through  American 
Express  Co.  at - 

Femore . Cable  funds  through  American 

Express  Co.,  65  Broadway, 
New  York  (if  no  agent  of  that 
Company  at  your  place) 

Femur . Cable  .?....  through  American 

Express  Co.  at - 

Fenbury . Cable  .1?  .  through  American 

Express  Co.,  65  Broadway, 


New  York  (if  no  agent  of  that 
Company  at  your  place) 

Fenchel . Carry  your  funds  in  American 

Express  Co.’s  Travelers 
Cheques 

Fendendo. . .  .Deposit  the  amount  of  ($.  ...) 

to  my  credit  with  American 
Express  Co. 

Fendendoli. .  .Deposit  the  amount  of  ($....) 

to  my  credit  with - 

Fenderemo. .  .  Have  Cabled  funds  as  requested 
Fenderent.. .  .Have  cabled  $.  .  .  .  through 

American  Express  Co. 

Fendesse . Have  mailed  you  American  Ex¬ 

press  Co.’s  Foreign  Draft 
Fendevate. . .  .Have  mailed  you  American  Ex¬ 
press  Co.’s  Travelers  Cheques 

for  $ .  .  .  .  (addressed  to .... ) 


Fendicis . Have  received  on  your  account 

$.  .  .  .  (from.  .  .  .);  instruct 
me  as  to  disposal 

Fendille . Have  arranged  for  additional 

supply  of  American  Express 
Co.’s  Travelers  Cheques  to  be 
delivered  by 

Fendinha.  .  .  .Please  open  credit  in  my  name 


with  American  Express  Co. 
at.  .  .  .  Wire  me  when  it  is 
opened,  giving  amount 
Fenditore. .  .  .Have  lost  my  Travelers  Cheques 
numbered ....  to ... ;  amount-s 
.  .  .  .  ;  stop  payment  until 
further  advised 

Fenecida . Have  lost  my  Circular  Letter  of 

Credit  numbered .  .  .  . ;  stop 
payment  until  further  advised 
Fenerandi ....  Please  remit 
Fenerandum.. Purchase  for  my  account.  .  .  . 


shares  of.  .  .  .stock 

Fenerata . Purchase  for  my  account.... 

bonds  of 

Fenerates...  .Sell  for  my  account.  .  .  .shares 
of . . .  .stock 

Fenestravi .  .  .  Sell  for  my  account.  .  .  .bonds  of 

Fengeld . SEND  money 

Fenicaro . Send  money  by  American  Ex¬ 

press  Co. 

Fenigmo . Send  me  all  money  now  to  my 

credit  with  you 

Fenisector.. .  .Settlement  has  been  effected 

Fenmen . Make  best  settlement  possible 

Fennel . Telegraph  funds  through  Amer¬ 

ican  Express  Co. 

Fennish . The  price  has  fallen  to  (..  ..); 


do  your  instructions  still  hold 
good?  WTire 

Fenowed . The  price  has  advanced  to 

(....);  do  your  instructions 
still  hold  good?  Wire 


Fenster . Is  (are)  reliable 

Fensterlen.  .  .Am  informed  that.  .  .  .  has  fai’ed 

Ferbebunt _ Am  informed  that.  .  .  .has  failed. 

Is  this  true? 

Ferbescis . Avoid  the  person  or  firm  you 

inquire  about 

Fercullo . Do  not  think  well  of - 

Ferdwit . Consider  him  (them)  good 

Ferebant . Consider  him  (them)  good  for  a 

reasonable  sum 

Ferentis . Consider  him  (them)  good  for 

any  amount 

Feretory . What  do  you  know? 

Feretra . Do  not  know  him  (them) 

Ferge . Prefer  not  to  express  any  opinion 

Ferhad . Party  (parties)  named  is  (are) 

favorably  regarded 


74 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Fericula . Party  (parties)  named  is  (are) 

favorably  regarded  but  means 
are  unknown  to  us 

Ferinely . Party  (parties)  named  is  (are) 

not  favorably  regarded 

Ferinita . Is  there  any  truth  in  report 

about.  .  .  . 

Feristo . Unfavorable  rumors  about 

Feritade . The  rumor  is  without  foun¬ 

dation 

(See  also  “Time.”) 


AMOUNTS— NUMBERS. 


Feritarent . . . 

.  Vs 

Festtracht . 

. ...  52 

Feritcart .... 

.  H 

Festucine. ... 

.53 

Feritela . 

.  Y%  Festung . 

. ...  54 

Ferithen  .  .  .  . 

. . . .55 

Feritman. . .  . 

.  % 

Fetabo . 

. . . .56 

Feritont . 

.  34 

Fetabunt . 

.  .  .  57 

Feritplace.  .  . 

....  58 

Feritrice . 

.  1 

Fetarent . 

.  .  .  .59 

Ferlet . 

.  2 

Fetaveris . 

. .  to 

Fermanza.  .  . 

.  3 

Fetched . 

.61 

Fermata .  .  . 

.  4 

Fetching . 

62 

Fermentado . 

.  5 

Fetiches . 

. ...  63 

Fermerous.. . 

.  6 

Fetidorum . 

64 

Fermillet..  .  . 

.  7 

Fetificet . 

. ...  65 

Fermons. .  .  . 

.  8 

Fetlock . 

.  66 

Fernblick.. .  . 

.  9 

Fetlocked . 

67 

Fernglas. . . . 

. 10 

Fetor . 

....  68 

Fernshaw.  .  . 

. II 

Fetosum . 

. ...  69 

Fernsicht. . . . 

. 12 

Fettbol 

....  70 

Feronia . 

. 13 

Fettering . 

. . . .71 

Ferrante.  .  .  . 

. 14 

Fetterlock . 

....  72 

Ferrigno . 

. 15 

Fettgar . 

....  73 

Ferrugo . 

. 16 

Fettgrund . 

....  74 

Fertig . 

. 17 

Fettkohle . 

....  75 

Ferulago.  .  .  . 

. 18 

Fettlore . 

....  76 

Feruling.  .  .  . 

. 19 

Fettolina . 

...  .11 

Ferulstab.  .  . 

. 20 

Fettsacht . 

....  78 

Ferverent . . . 

. 21 

Fetura . 

.  .  .  .  79 

Fervidity . . . . 

. 22 

Feturati . 

.  .  . .80 

Ferville . 

. 23 

Feturatuin 

.  81 

Fescelle .... 

. 24 

Fetwah 

.  ...  82 

Fescina . 

. 25 

Feverwort .  . 

.  ...  83 

Fesels . 

. 26 

Fewness . 

...  84 

Fesseln . 

. 27 

Fibel . 

.  ...  85 

Fessitude. .  . 

. 28 

Fibelknate. . . . 

.  ...  86 

Festally.  .  .  . 

. 29 

Fiblabo . 

. 87 

Festasti . 

. 30 

Fiblabunt . 

.  ...  88 

Festbacher. . 

. 31 

Fiblamus . 

...  89 

Festchor.  .  .  . 

. 32 

Fiblandum. 

90 

Festevole. .  . 

. 33 

Fiblant . 

.  ...  91 

Festgeber. .  . 

. 34 

Fiblarent . 

.  ...  92 

Festgesell 

. 35 

Fibras . 

.  93 

Festichino.  . 

. 36 

Fibratorum .  .  . 

94 

Festin . 

. 37 

Fibratuni . 

.  .  .  95 

Festinetis.  .  . 

. 38 

Fibreless . 

.  ...  96 

Festival 

. 39 

Fibrenus . 

.  ...  97 

Festive . 

. 40 

Fibril . 

.  ...  98 

Festivum .  .  . 

. 41 

Fibrille . 

.  .  .  99 

Festland  ... 

. 42 

Fibrillose . 

.  .  .  f  CO 

Festmahl 

. 43 

Fibrinous . 

.  .  .  200 

Festmorgen . 

. 44 

Fibrolithe . 

.  .  500 

Festmuth 

. 45 

Fibrome . 

. . . 400 

Festosetto.. . 

. 46 

Fibula . 

.  .  500 

Festpokal .  .  . 

. 47 

Fibulabat . 

. . . too 

Festrock. . . . 

. 48 

Fibulatam . 

.  .  .  700 

Festsaal  ... 

. 49 

Fibulis . 

.  . .  fOO 

Feststadt  .  . 

. 50 

Ficatum . 

. . . too 

Festthaler. . . 

.51 

Ficcarlo . 

. .  i eco 

Ficcollo . 

..Dollars 

Fichant . 

.  Hundred  Dollars 

Ficheron  . . . . 

Thousand  Dollars 

Fickle . 

.Pounds  Sterling 

Fictive . Hundred  Porinds  Sterling 

Fida  gal . Thousand  Pounds  Sterling 

Fidamen . Francs 

Fidarle . Hundred  Francs 

Fiddlest . Thousand  Francs 

Fidecula . Marks 

Fideela . Hundred  Marks 

Fidelidad . Thousand  Marks 

Fidelity . Lire 

Fidentem ....  Hundred  Lire 

Fidget . Thousand  Lire 

Fidgetal . Kroner 

Fidgetant.  .  .  .  Hundred  Kroner 

Fidgetate . Thousand  Kroner 

Fidgetbat.  .  .  .Guilders 
Fidgetboz.  .  .  .  Hundred  Guilders 
Fidgetbun..  .  .Thousand  Guilders 
Fidgetcan ....  Kronen 
Fidgetdab. .  .  .  Hundred  Kronen 

Fidgetdel . Thousand  Kronen 

Fidgetdim. . .  .  Rubles 
Fidgetdon..  .  .Hundred  Rubles 
Fidgetdus . Thousand  Rubles 


PURCHASE,  PAYMENT  AND 
FORWARDING  OF  GOODS,  ETC. 


Finctores.  .  .  .  Have  executed  your  commis¬ 
sions  through  American  Ex- 
press  Co. 

Findable . Please  advise .  .  .  that  goods 

Findbar . Bootmaker  will  have  goods 

ready 

Findebant..  .  .Bootmaker  will  not  have  goods 
ready  (till) 

Findelkind.  .  .Please  pay  all  charges  and  debit 
me  (us) 

Findest . Please  collect  goods  as  specified 

Finedraw.  .  .  .Charge  for  collecting  will  be 

Finestiil . Please  advise  cost  of  forwarding 

goods  herein  specified  (to) 

Finestuff . Will  endeavor  to  ascertain 

cause  of  delay 

Finger . Please  advise.  ...  that  goods 

ordered  by  me  (us)  must  be 
delivered  by 

Fingermal...  .Please  advise.  .  .  .at.  .  .  .that  un¬ 
less  goods  are  delivered  by  ...  . 
will  not  accept  them 
Fingertuch. .  .Goods  detained  at  Customs 

Finical . Dresses  received;  will  forward 

immediately 

Finify . Do  not  pay  dressmaker’s  bill 

unless  goods  are  delivered  by 

Finir . Have  forwarded  dresses 

Finitely . If  you  can  get  our  dresses  from 

dressmaker  and  forward  to  us 
here  before  we  sail,  pay  for 
them;  otherwise,  do  not  re¬ 
ceive  them 

Finitivo . Please  advise  our  dressmaker 

....  that  our  dresses  must  be 
finished  by.  .  .  .otherwise  too 
late 

Finitura . Please  advise  our  dressmaker 


at  following  address  that 
goods  must  be  delivered  by 
...  .or  cannot  accept 

Finkengeld. ..  Forward  goods  by  American 
Express  Co. 


Finkenzug.  ..  Forward  by  American  Express 
Co. 

Finlike . Forward  goods  to  care  of 

Finnen . Forward  goods  so  as  to  reach 

here  by 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


75 


Finnikin . Cost  of  forwarding  will  be 

Finora . Do  not  forward  my  goods 

Fintamente.. .  Have  forwarded  goods  by 

Fircus . Have  forwarded  your  goods  to 

Fireballs . Have  you  forwarded? 

Firebill . Have  only  received.  .  .  . ;  is  this 

all  you  forwarded? 

Fireboard  ...  Please  ascertain  and  advise  me 


by  telegraph  date  of  shipment, 
name  of  forwarder  and  route 
sent,  and  to  whom  and  place 
consigned,  of  the  following 
described  article-s  in  custody 
of  (or  to  be  shipped  by) .... 
on  or  about 


Firebox . The  shipment  referred  to  in 

your  telegram  was  (or  will  be) 
forwarded  from  here 

Firebrick . Milliner  says  will  have  goods 

ready  by 

Fireclay.  .  .  .  ..Milliner  says  cannot  complete 
order  till 

Firedamp. .  .  .Cannot  obtain  goods 

Firefly . Cannot  obtain  goods  till....; 

what  shall  we  do? 

Firehook . Have  obtained  goods,  please 

advise  address  to  send  them  to 
Firepan . Please  obtain  from.  .  .  and  for¬ 

ward  to  me  here  by  American 
Express  Co. 

Fireplug . Please  obtain  from.  .  .  .and  for¬ 

ward  to  me  here 

Fireship . Will  not  be  ready  till 

Fireside . Please  advise  if  goods  have 

reached  you 

Firestick . The  goods  advised  as  sent  have 

not  reached  here;  have  you 
forwarded - r 

Fireswab . Have  my  goods  been  placed  on 

board  (the) - ? 

Fireward . Your  goods  have  been  duly 

placed  on  board 

Firewood  ....  Goods  shipped  as  directed 

Firework . Have  you  anything  in  storage 

for  me? 

Firkin . Have  in  store  for  you  the  fol¬ 

lowing  package-s 

Firmamen  .  .  Have  nothing  in  storage  for  you 
Firmandum .  .Tailor  says  clothes  will  be  fin¬ 
ished  on 

Firmary . Tailor  says  clothes  will  not  be 

finished  till 

Firmatrix.  .  .  .Have  found  trace  of  your  goods 

Firmezas . Have  not  found  trace  of  your 

goods 

RAILWAY  TICKETS,  ETC. 

Firmgan . Reserve  first-class  seat-s  per 

....  train ....  (date)  to ....  ; 
will  call  and  obtain  tickets 
Firmgor.  .  .  .Reserve  second-class  seat-s  per 
....  train ....  (date)  to ....  ; 
will  call  and  obtain  tickets 
Firmgum. ..  .Reserve  third-class  seat-s  per 
....  train ....  (date)  to .... ; 
will  call  and  obtain  tickets 

Firmhar . Reserve  sleeper  berth-s  per.  .  . 

train ....  (date)  to....;  will 
call  and  obtain  tickets 

Firmhet . Secure  tickets  through  American 

Express  Company,  via.  .  .  . 

Firmhid . Send  full  particulars  per  first 

mail  of  fares,  time,  etc.,  to.  .  . 
Firmiana  .  .  .  .  Book  your  passage  through 
American  Express  Co. 


SAILINGS,  STEAMSHIPS,  RAIL= 
WAYS,  ETC. 


Firmicus . Consult  American  Express  Co. 

and  secure  accommodations 
through  them 

Firmidao . Expect  to  be  in.  .  .  .on  or  about 

Firmitude. .  .  .Expect  to  be  in  your  city  on  or 
about - 

Firmpathe ...  Expect  to  be  in  the  place  re¬ 
ferred  to  on  or  about - 

Firnstoss . Expect  to  leave  (....)  on  or 

about.  .  .  . ;  and  to  arrive  at 
.  .  .  .on - 

Firnwasser. .  .  Have  engaged  passage  on  steam¬ 
er.  ..  .,  sailing - - 

Firsthood ....  Have  engaged  passage  on  steam¬ 
er.  .  .  .,  sailing.  .  .  .  Arrange 
to  travel  on  same  steamer  if 
possible 

Fiscalin .  If  possible,  wire  name  of  steam¬ 

er  and  port  at  which  you  dis¬ 
embark 

Fiscella . Left  on.  .  .  .steamer 

Fischangel. .  .No  accommodations  to  be  had 
on ...  .  (sailing) 

Fischbank.. .  .  Passenger  on  board  steamer - 

Fischdarm ...  Please  have  one  of  your  staff 
meet  me  (us)  on  Landing 
Stage  on  arrival  of  steamer — 

Fischgabel.  .  .Please  send  one  of  your  staff  to 
meet  Mr.  .  .  .,  passenger  per 
steamer - 

Fischholz.  .  .  .Please  send  one  of  your  staff  to 
meet  Mrs.  ....  passenger  per 
steamer - 

Fischkelle. .  .  .Please  send  one  of  your  staff  to 
meet  Miss.  .  .  .,  passenger  per 
steamer - 

Fischlager.. .  .Please  send  one  of  your  staff  to 


meet  Mr.  and  Mrs . .  pas¬ 
sengers  per  steamer - - 

Fischmarkt.. .  Please  send  one  of  your  staff  to 
meet  Mr.  .  .  .  and  family,  pas¬ 
sengers  per  steamer - - 

Fischrogen. .  .Please  secure  stateroom  on.  .  .  . 
(sailing) 


Fischtag . Have  secured  stateroom  on.  .  .  . 

(sailing) 

Fischtrog.  .  .  .Reserve  accommodations  for  me 
(us)  on  steamer....,  sailing 
.  .  .  .and  forward  particulars 

to  the  following  address - - 

Fischwirth.  .  .Reserve  accommodations  as  fol¬ 
lows  on  steamer.  .  .  .sailing 


Fiscinis . Shall  sail  by - 

Fisdur . Shall  sail  by.  ....  leaving 

Fisgado . Wish  you  a  pleasant  voyage 

Fisgar . When  do  you  sail? 

Fisgona . Will  leave  by  steamer 

Fishbasket . .  .  Will  leave  by  steamer....; 
expect  to  arrive 
(See  also  “Leave”  and 
“Missed.”) 


STEAMSHIP  LINES. 


Fishbeam ....  Steamer  of  - 
Fishblock. . .  .  Allan 

Fishdam . American 

Fisherboat.  .  .Anchor  S.  S. 
Fisherman.  .  .Atlantic  Transport  Co. 

Fishfag . Atlas 

|  Fishfins . Austro-Americana 


76 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Fishfiek . Canadian  Pac.  Ry.  Co.’s  Atlan¬ 

tic  S.  S.  Lines 
Fishfowl . Clyde 

Fishful . Compagnie  Gent5 rale  Transat- 

lantique  (French  Line) 

Fishgigs . Cunard  S.  S. 

Fishglue . Dominion 

Fishknife.  .  .  .  Fabre 

Fishlamb.  .  .  .Great  Northern  S.  S.  Co. 

Fishlike . Hamburg-American 

Fishmarket.. .  llolland-Ainerica  S.  S.  Co 

Fishmaw . (Same  as  Fishdam) 

Fishmaze.  .  .  .  Lamport  &  Holt 
Fishmazot ...  La  Veloce 

Fishmeal . Leyland 

Fishment.  .  .  .  Lloyd  Italiano 

Fishmill . Lloyd  Sabaudo 

Fishmonger.  .Messageries  Maritimes 

Fishnail . Munson  S.  S. 

Fishnote . Navigazione  Generale  Italiana 

Fishplate . N.  Y.  &  Cuba  Mail  S.  S.  Co. 

Fishpond . N.  Y.  &  Porto  Rico  S.  S.  Co. 

Fishpool . Nippon  Yusen  Kaisha 

Fishpot . North  German  Lloyd  S.  S. 

Fishwife . Occidental  A  Oriental 

Fishwoman ..  Oceanic  (Am.  &  Australian 
Line) 

Fisicando.  .  .  .Orient 

Fisketh . Pacific  Coast 

Fismoll . Pacific  Mail 

Fisocele . Panama  R.  R.  Line  of  Steamers 

Fisode . P.  &  O.  S.  S.  Co. 

Fisofolo . Prince 

Fisonco . Quebec  S.  S.  Co. 

Fispel . Red  Cross 

Fissarla . Red  "  D” 

Fissata . Red  Star 

Fissavatc.  .  .  Royal  Dutch  West  India 
Fisseranro.  .  Royal  Mail  Steam  Packet  Co. 
Fisseremo..  .  .  Scandinavian-American 

Fissesti . Union  Castle,  to  South  Africa 

Fisseza . United  Fruit  Co. 

Fissipedc . White  Star 

Fissofora . Wilson 

T1HE,  CALENDAR,  ETC. 

Fissollo . Any  time 

Fissure . Arrived  on  time 

Fistellam  ....  As  long  as  possible 

Fistelton . As  soon  as  possible 

Fistolosa . At  what  time 

Fistucet . Can  arrive  in  time 

Fitful .  .  .  Cannot  arrive  in  time 

Fitinha . Can  you  extend? 

Fitness . Can  you  extend  time? 

Fitogeno . Can  you  extend  time  to - ? 

Fitolaga . Cannot  extend  time  without 

great  inconvenience 

Fittingly . Here  in  time 

Fivelar . Must  be  here  in  time  for - 

Fixable . Must  be  there  in  time  for 

Fixant . Should  time  and  circumstances 

permit - 

Fixedly . The  best  time 

Fixidadc . Time  of  arrival  is 

Fixing . Time  of  leaving  is 

Fixiste . Time  the  steamer  sails 

Flabant . T  ime  the  train  leaves 

Flabile . Time  is  your  own,  therefore  do 

not  w'orry 

Flabrum . We  will  extend 

Flaccidity. . .  .We  will  extend  time  to 

Flaccilla . Will  be  in  time 

Flacher . Will  not  be  in  time 


Flachland .  You  are  taking  too  much  time 

Flachsader _ You  arc  not  taking  enough  time 


Day  of  Mo. 

Dav  of  Mo. 

JANUARY 

MARCH 

Flachwurf 

Flemish 

1 

Flacon 

1 

Flemmone 

2 

Fladen 

2 

Flensed 

3 

Flagelador 

3 

Flensing 

4 

Flagellant 

4 

Flenzen 

5 

Flagitabit 

5 

Fleshly 

6 

Flagitator 

6 

Fleshpot 

7 

Flagorner 

7 

Flessore 

8 

Flagrance 

8 

Fletando 

9 

Flagrantly 

9 

Fletchers 

10 

Flagration 

10 

Fletomo 

1  1 

Flagrifer 

II 

Fletser 

12 

Flagro 

12 

Flevonem 

13 

Flagstaff 

13 

Flibot 

14 

Flamand 

14 

Flicker 

15 

Flamboyant 

15 

Flickwort 

16 

Flameless. 

16 

Fligebant 

17 

Flamette 

17 

Fligentem 

18 

Flaminale 

18 

Fligerent 

19 

Flamingo 

19 

Flimsily 

20 

Flaminical 

20 

Flintglas 

21 

Flammable 

21 

Flippant 

22 

Flammard 

22 

Flirtation 

23 

Flammation 

23 

F  ispern 

24 

Flammeo 

24 

F  ittene 

25 

Flammidum 

25 

Flitters 

26 

Flammofen 

26 

Floated 

27 

Flamy 

27 

Flocado 

28 

Flanconada 

28 

Floccida 

29 

Flanged 

29 

Flocculent 

30 

Flankard 

30 

Flocked 

31 

Flant 

31 

Flockiger 

Day  of  Mo. 

Day  of  Mo. 

FFBRUARY 

APRIL 

Flapjack 

Flodden 

I 

Flapping 

1 

Flogite 

2 

Flarent 

2 

Flogosis 

3 

Flashily 

3 

Flohbiss 

4 

Flashlight 

4 

Flohstich 

5 

Flassade 

5 

Flomide 

6 

Flatlong 

6 

Flooded 

7 

Flatly 

7 

Flooding 

8 

Flatter 

8 

Floors 

9 

Flattering 

9  Florally 

10 

Flaturale 

10 

Florant 

11 

Flatwise 

1 1 

Florbinde 

12 

Flavedo 

1 2 

Florebunt 

13 

Flavimus 

13 

Florendo 

14 

Flavona 

14 

Florescit 

15 

Flawless 

15 

Floresta 

16 

Flaxseed 

16 

Floretten 

17 

Flebotomo 

17 

Floribus 

18 

Fleche 

18  Florigeras 

19 

Flechten 

19 

Florinha 

20 

Fleck 

20  Florkappe 

21 

Flectamus 

21 

Floroon 

22 

Flecterent 

22 

Flortuch 

23 

Flector 

23 

Florula 

24 

Fledern 

24  Floscupo 

25 

Fleecing 

25 

Floskel 

26 

Flcgel 

26 

Flossholz 

27 

Flegelhaft 

27 

Flosswerk 

28 

Flehend 

28 

Flotantes 

29 

Fleming 

29 

Flotation 

30 

Flotsam 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


DAY  of  Mo. 
MAY 

Flott 

1  Flottage 

2  F  ottons 

.3  Flowerage 

4  Flowerful 

5  Flowerless 

6  Flowing 

7  Fluently 

8  Fluffy 

9  Flughafcr 
10  Flugritt 

I  I  Flugs 

12  Fluhband 

13  Flussab 

14  Flussbad 

15  Flusshafen 

16  Flusskarte 

17  Flussname 

18  Flussring 

19  Flussthal 

20  Flustra 

21  Flutabat 

22  Flutant 
25  Flutenist 

24  Fluthen 

25  Fluthig 

26  Flutiste 

27  Flyblow 

28  Flyfish 

29  Focador 

30  Focena 

31  Focile 


Day  of  Mo. 
JUNO 

Foeinhada 

1  Fodandam 

2  Fodandis 

3  Foddered 

4  Foderata 

5  Fodicant 

6  Fodicet 

7  Foeman 

8  Fofos 

9  Fogalla 

10  Fogaril 

1 1  Fogbank 

12  Foggily 

13  Fogones 

14  Fohlenhof 

15  Foldnet 

16  Folganca 

17  Folgekarte 
!8  Folgercde 

19  Folgern 

20  Folgestern 

21  Folglieh 

22  Folgorato 

23  Folgoro 

24  Folhagem 

25  Folhento 
25  Foliculo 

27  Folioter 

28  Folklore 

29  Folkright 

30  Follasti 


Day  of  Mo. 


JULY 

Follentem 

1 

Folletage 

2 

Folleto 

3 

Follicant 

4 

Folliful 

5 

Follow 

6 

Folter 

7 

Folterbett 

8 

Folterten 

9 

Fomentaban 

10 

Fomentato 

1 1 

Fomitem 

12 

Foncage 

13 

Fondava 

14 

Fondello 

15 

Fondime 

16 

Fondness 

17 

Fondscn 

18 

Fonebol 

19 

Fongible 

20 

Fonico 

21 

Fonkelde 

22 

Fonolite 

23 

Fontalis 

24 

Fontange 

25 

Fonticola 

26 

Fonticule 

27 

Fontinal 

28 

Fonto 

29 

Foodful 

30 

Foolscap 

31 

Football 

Day  of  Mo. 


AUGUST 

, 

Footboy 

Footcloth 

2 

Footfalls 

3 

Footpaths 

4 

Footway 

5 

Foppen 

6 

Foraged 

7 

Foramello 

8 

Forandi 

9 

Forasmuch 

10 

Foratum 

1 1 

Forborne 

12 

Forbotto 

13 

Forbye 

14 

Forcant 

15 

Forceful 

16 

Forcipated 

17 

Forclore 

18 

Forclusion 

19 

Forcuto 

20 

Fordern 

21 

Forebrace 

22 

Forefront 

33 

Foreground 

24 

Forehorse 

25 

Foreknow 

26 

Forellen 

27 

Foremasts 

28 

Foremost 

29 

Forename 

30 

Forensic 

31 

Foresay 

Day  of  Mo. 
SO  PTE  M  BOR 


Foreslack 

1 

Forespoken 

2 

Forestick 

3 

Forewish 

4 

Forfang 

5 

Forfending 

6 

Forfora 

7 

Forge 

8 

Forillo 

9 

Forkless 

10 

Forlanc 

1 1 

Forlipon 

12 

Forlornly 

13 

Formabit 

1  4 

Formage 

15 

Formante 

16 

Formastcr 

17 

Formband 

IS 

Formella 

19 

Formend 

20 

Formful 

21 

Formica 

22 

Formidator 

23 

Formidine 

24 

Formiste 

25 

Formola 

26 

Formosam 

27 

Formsand 

28 

Formy 

29 

Fornacino 

30 

Fornada 

Day  of  Mo. 
OCTOBER 

Fornello 

1  Fornice 

2  Forosella 

3  Forrabas 

4  Forragem 

5  Forrays 

6  Forschen 

7  Forsenno 

8  Forstamt 

9  Forstherr 
10  Forstung 
I  I  Forsworn 

12  Fortan 

13  Fortfall 

14  Fortgang 

15  Fortgelebt 

16  Forthin 

17  Forthright 

18  Forthward 
.19  Fortify 

20  Fortilage 

21  Fortlet 

22  Fortnight 

23  Fortsatz 

24  Fortsoben 

25  Fortune 
25  Fortwogen 

27  Foruli 

28  Forwaked 

29  Forwardly 

30  Forweep 

3 1  Forzava 


Dav  of  Mo. 
NOVEMBER 

Fosca 

1  Fosfato 

2  Fosforana 

3  Fosforo 

4  Fosgeno 

5  Fossage 

6  Fossar 

7  Fossick 

8  Fossimo 

9  Fossipede 

10  Fossulate 

1 1  Fostership 

12  Fotmal 

13  Fotofobo 

14  Fotografa 

15  Fotoruni 

16  Fotsa 

17  Fovela 

18  Fovilla 

19  Foxlike 

20  Foxtrot 

21  Fracasar 

22  Fracentem 

23  Frachten 

24  Fracida 

25  Frack 

26  Fractore 

27  Fragatao 

28  Frage 

29  Fragelle 

30  Fragewort 


Day  of  Mo 
DECEMBER 

Fraglich 

1  Fragola 

2  Fragor 

3  Fragrant 

4  Fragranza 

5  Fragsucht 

6  Fragten 

7  Frailness 

8  Fralda 

9  Framable 

10  Framengo 

1 1  Franando 

12  Franavano 

13  Francarlo 

14  Francisca 

15  Francolin 

16  Francotes 

17  Frangalho 

18  Frangible 

19  Frangiona 

20  Frangollar 

21  Frankatur 

22  Franken 

23  Franklino 

24  Frankly 

25  Fransch 

26  Frapler 

27  Frapling 

28  Frappola 

29  Frascola 

30  Frasera 

31  Frastorna 


78 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Frattanto . 1905 

Frattura . 1906 

Frattuso . 1907 

Fraturat . 1908 

Fraturol . 1909 

Fratutop . 1910 


Frad . 

Fredame . 

Freddata . 

Fredegar . 

Fredonne  . 

Freehold . 

Freeness . 

Freewill . 

Fregammo . 

Fregate . 

Fregatten . 

Fregerat . , . 

Fremder . . 

Fremdwort . 

Fremere . 

Fremeva . 

Fremito . " . ,  . 

Frenandi . 

Frenarli . 

There  is  also  an  excellent  telegraph 
and  cable  code,  issued  by  Brentano’s, 
New  Yoi’k  City.  The  expense  is  $1.00. 
There  are  328  pages  filled  with  code 
words,  enough  to  fulfil  all  the  ordi¬ 
nary  and  extraordinary  conditions  with 
which  travelers  might  be  confronted. 
For  those  who  wish  to  purchase  a 
more  extensive  code,  we  can  recom¬ 
mend  this  one. 

The  North  German  Lloyd  also 
issues  a  passenger’s  cable  code,  which 
is  also  recommended.  Before  starting 
on  a  trip,  the  traveler  should  see  that 
the  friend  left  at  home  has  a  copy  of 
the  book. 

TELEGRAPH  AND  CABLE 

INFORMATION 
THE  PREPARATION  OF 
DOMESTIC  TELEGRAPH  MESSAGES 

A  message  to  be  transmitted  by  telegraph 
should  be  written  upon  the  blank  provided  by 
the  Telegraph  Company  for  that  purpose;  or 
it  should  be  attached  to  such  blank  by  the 
sender,  or  by  the  one  presenting  the  message 
as  the  sender’s  agent,  so  as  to  leave  the  printed 
heading  in  full  view  above  the  written  mes¬ 
sage. 

Write  the  whole  message,  date,  address, 
body  and  signature  as  clearly  as  possible. 
Avoid  changes,  corrections  and  unusual 
abbreviations.  Figures,  counted  and  charged 
for  at  the  rate  of  one  word  for  each,  may  be 
used,  but  words  to  represent  them  are  less 
liable  to  cause  error. 

Addresses  are  not  charged  for,  therefore 
they  should  be  full  and  clear  and  written  so  as 
to  be  easily  understood.  If  the  person  ad¬ 
dressed  is  known  to  be  at  a  considerable  dis¬ 
tance  from  the  office,  or  in  some  locality  where 
the  services  of  a  special  messenger  may  be 
required  to  reach  him,  this  fact  should  be 
made  known  to  the  Telegraph  Company. 
By  such  notice  a  quicker  transmission  and 
delivery  of  the  message  may  be  often  effected. 


If  the  sender’s  address  is  not  known  to  the 
Telegraph  Company,  it  should  be  written  on 
the  back  or  at  the  bottom  of  the  blank.  This 
will  enable  the  Telegraph  Company  to  reach 
him  either  for  a  reply,  should  one  be  received 
or  for  any  possible  question  which  might  arise 
in  reference  to  the  transmission  or  delivery 
of  his  message. 

Rules  for  counting  messages,  which  will 
completely  cover  all  the  usual  and  unusual 
words,  abbreviations  and  combinations  used 
in  telegraph  messages,  cannot  be  given  here. 
A  charge  is  made  for  the  first  ten  words  or 
less,  and  a  reduced  rate  for  each  word  over 
ten.  The  address  and  signature  are  not 
charged  for. 

Messages  to  be  sent  at  night  and  delivered 
the  following  morning  are,  except  in  a  few 
cases,  accepted  at  reduced  rates. 

PREPARATION  OF  CABLE  MESSAGES 

The  rules  which  apply  to  the  counting, 
transmission  and  treatment  of  messages  to 
and  from  all  of  the  foreign  countries’named 
in  following  pages  are  those  which  apply  to 
International  cable  messages  throughout  the 
World. 

The  sender  is  responsible  for  an  incorrect  or 
insufficient  address.  Corrections  and  alter¬ 
ations  can  only  be  made  by  another  message 
which  must  be  paid  for. 

No  message  can  be  accepted  (except  at 
“Sender’s  Risk”)  when  addressed  to  the  care 
of  a  registered  address  unless  the  words  “care” 
or  “care  of,”  or  their  equivalent,  be  placed 
between  the  addressee’s  name,  or  designation, 
and  the  registered  address;  thus,  a  message 
for  Meyer,  Berlin,  to  be  delivered  to  the  regis¬ 
tered  address  “Dervish,  Berlin,”  should  be 
addressed  "Meyer,  care  (or  ‘care  of’)  Dervish, 
Berlin.” 

All  words,  except  those  of  the  date,  are 
counted  and  charged  for. 

In  the  address  the  name  of  “place  to’’  and 
the  name  of  the  territorial  division  of  the 
country  in  which  the  “place  to ”  is  situated 
are  each  counted  as  one  word  without  regard 
to  number  of  letters  they  contain. 

In  messages  in  plain  language  the  maxi¬ 
mum  length  of  a  word  is  fixed  at  fifteen  letters. 

In  messages  partly  or  wholly  in  code  the 
maximum  length  of  a  word  is  fixed  at  ten 
letters. 

Combinations  or  alterations  of  words  con¬ 
trary  to  ordinary  usage  are  not  admitted. 

Groups  of  letters  (in  private  messages)  not 
forming  words,  and  not  used  as  trade-marks, 
are  not  allowed.  The  authorities  of  Europe 
and  beyond  reserve  to  themselves  the  right  of 
refusing  the  delivery  of  telegrams  containing 
combinations  contrary  to  the  use  of  the  language 
in  which  they  are  written,  unless  the  insufficient 
charges  are  first  paid  by  the  addressees. 

Letters  forming  commercial  signs  or  trade¬ 
marks  are  charged  same  as  figures. 

Groups  of  figures  are  charged  for  at  the  rate 
of  one  word  for  each  five  or  fraction  thereof. 

Decimal  points,  commas  and  bars  of  divi¬ 
sion,  used  in  the  formation  of  numbers,  are 
each  counted  as  a  figure. 

Letters  and  figures  must  be  counted  separ¬ 
ately.  Example,  A  5  C  counts  as  three  words. 

Signs  of  punctuation,  hyphens  and  apos¬ 
trophes  are  neither  counted  nor  sent. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


79 


No  claim  for  refund  of  tolls  on  messages 
exchanged  directly  between  receivers  and 
senders,  to  obtain  corrections,  will  be  enter¬ 
tained.  Applications  for  an  official  repetition 
of  any  word  or  words  in  doubt  should  be  made 
to  the  office  of  delivery. 

Registration  of  addresses  at  places  on  the 
Continent  of  Europe  or  beyond  can  be  made 
only  by  the  parties  to  whom  messages  are  to 
be  delivered. 

SENDING  CABLEGRAMS  ON 
LANDING 

Immediately  on  landing  the  traveler 
can  avail  himself  of  the  opportunity  to 
send  cablegrams.  A  registered  cable 
address  should  be  left  at  home  in  or¬ 
der  to  save  expense,  for  every  word 
is  charged  for.  Usually,  abroad,  the 
amount  of  the  fee  paid  must  be  indi¬ 
cated  by  postage  stamps  attached  to 
the  telegram.  Sometimes  a  receipt  for 
the  charges  is  furnished  for  a  small 
fee  of,  say,  four  cents  of  our  money. 
Cable  blanks  will  be  found  on  all  the 
steamers  and  at  all  the  landings. 
Great  care  should  be  taken  to  count 
the  words  and  see  that  there  is  no 
overcharge  in  sending  these  cable¬ 
grams.  Be  sure  to  count  your 
change ;  this  is  particularly  necessary 
at  these  cable  and  telegraph  offices 
where  the  volume  of  business  is  so 
great. 

MONEY  BY  TELEGRAPH 

All  telegraph  companies  accept  or¬ 
ders,  both  domestic  and  foreign,  for 
immediate  transfer  of  money  by  tele¬ 
graph  and  cable.  It  is  sometimes 
imperative  to  obtain  large  or  small 
sums  at  the  shortest  possible  mo¬ 
ment,  certainly  within  twenty-four 
hours.  Formerly  this  branch  of  the 
business  was  in  the  hands  of  bankers, 
but  now  the  cable  companies  and  tel¬ 
egraph  companies  are  able  to  pay 
money  in  places  all  over  the  world. 
The  organization  of  telegraph  and  ca¬ 
ble  companies  is  a  most  complicated 
one,  and  there  are  many  factors  which 
control  the  rates.  In  general  it  may 
be  stated  that  money  can  be  sent  any¬ 
where  in  the  United  States  at  a  pre¬ 
mium  of  one  per  cent.,  minimum 
charge  twenty-five  cents,  plus  the 
telegraph  tolls  for  a  ten-word  mes¬ 
sage.  For  money  sent  abroad  the 
premium  is  one  per  cent,  with  the 
minimum  charge  of  fifty  cents,  plus 
of  course  the  cable  tolls,  which  will 
vary  with  the  length  of  address,  etc. 
Fullest  possible  information  can  be 
obtained  at  any  telegraph  office  where 
a  special  tariff  book  of  some  250  pages 
may  be  consulted.  For  some  coun¬ 


tries,  such  as  those  in  Central  and 
South  America,  the  expense  is  much 
greater  than  we  have  noted. 

The  British  Postmaster-General  has 
entered  into  an  agreement  with  the 
Western  Union  Telegraph  Company 
for  an  exchange  through  that  com¬ 
pany  so  they  will  telegraph  money- 
orders  between  the  United  Kingdom 
on  the  one  hand  and  Canada  and  the 
United  States  on  the  other  after  Janu¬ 
ary  1,  1910.  The  largest  amount  for 
which  a  single  money-order  may  be 
issued  in  the  United  Kingdom  will  be 
£40  sterling,  but  for  orders  issued  in 
the  United  States  and  Canada  for 
payment  in  the  United  Kingdom  the 
largest  amount  will  be  £41  Is.  4d., 
which  is  the  equivalent  of  $200. 

Cable  Notes. — Plain  messages,  that 
is  to  say,  messages  which  are  neither 
in  code  nor  cipher,  may  be  written  in 
any  language  that  can  be  expressed  in 
Roman  letters.  In  such  messages,  each 
word  of  15  letters  or  less  is  counted 
as  a  word.  Words  of  over  15  letters 
are  counted  at  the  rate  of  15  letters 
or  fractions  of  15  letters  to  a  word. 
Code  messages  may  contain  words  be¬ 
longing  to  one  or  more  of  the  follow¬ 
ing  languages  :  English,  French,  Ger¬ 
man,  Italian,  Dutch,  Portuguese, 
Spanish  and  Latin.  The  use  of  words 
from  other  languages  is  not  allowed. 
Code  messages  may  also  contain  the 
following  words,  that  is  to  say.  groups 
of  letters  so  combined  as  to  be  pro¬ 
nounceable  in  at  least  one  of  the  eight 
languages  which  have  been  admitted. 
In  code  messages,  each  code  word, 
whether  real  or  artificial,  of  10  letters 
or  less,  is  counted  as  a  word,  and  no 
code  word  of  more  than  10  letters 
can  be  accepted.  If  any  words  in 
plain  language  of  more  than  10  letters 
each  are  used  in  code  messages,  they 
should  be  counted  at  the  rate  of  10 
letters  or  fraction  of  10  letters  to  a 
word.  In  cipher  messages,  which  may 
be  composed  of  groups  of  figures  or 
groups  of  letters,  tbe  groups  are 
counted  at  the  rate  of  5  figures  or  let¬ 
ters,  or  fractions  thereof,  to  a  word. 
It  should  be  remembered  that  in 
cabling,  every  isolated  character,  fig¬ 
ure  or  letter  counts  as  a  word.  Hy¬ 
phens  and  apostrophes  are  also 
counted.  Signs  of  punctuation  are 
not  counted  or  sent  unless  they  are 
formally  demanded  by  the  sender,  in 
which  case  they  will  be  charged  for  as 
one  word.  The  letters  “ch”  coming 
together  in  the  spelling  of  a  word  are 
counted  as  one  letter.  In  artificial 
words,  however,  the  combination  is 


80 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


TELEGRAPH  RATES— NORTH  AMERICA 

BETWEEN  NEW  YORK  CITY  AND  PLACES  IN  UNITED  STATES  AND 

CANADA. 

Day  rate  40-3,  means  40  cents  for  ten  words  and  3  cents  for  each  additional  word; 
Night  rate  30-2,  means  30  cents  for  ten  words  and  2  cents  for  each  additional  word,  etc. 
Address  and  signature  are  free.  Western  Union  and  Postal  Rates  arc  uniform. 


Places. 

Rate. 

Places 

Rate. 

Day. 

Night. 

Day. 

Night. 

60-4 

50-3 

Mississippi . 

60-4 

50-3 

Alaska : 

Missouri  . 

50-3 

40-3 

3  80-35 

3  80-35 

60-4 

50-3 

2 . 60-23 

2  60-23 

75-5 

60-4 

Nome . 

4 . 80-45 

4  80-45 

Montana . 

60-4 

50-3 

St.  Michael . 

4 . 30-40 

Nebraska . 

1 . 00-7 

1.00-7 

Sitka . 

2.40-21 

2  40-21 

Nevada . 

50-3 

40-3 

Skagway . 

2 . 90-26 

2.90-26! 

New  Brunswick . 

1  10-9 

1  00-9 

Valdez . 

3.40-31 

3  40-31 

Newfoundland:  St.  John’s.  . 

35-2 

25-1 

1  00-7 

1  00-7 

25-2 

25-1 

60-4 

50-3 

75-5 

60-4 

British  Columbia:  Grand 

New  Mexico . 

Forks,  Nelson,  New  West- 

New  York: 

20-1 

20-1 

minster,  Rossland,  Van- 

New  York  City . 

25-2 

1 

couver,  Victoria . 

1  00-7 

l  00-7 

t 

to 

-  25-1 

Atlin . 

3 . 25-23 

All  other  places . •< 

35-2 

\ 

Port  Simpson . 

2.75-19 

2  75-18 

50-3 

40-3 

California . 

1  00-7 

1  00-7 

75-5 

60-4 

Colorado . 

75-5 

60-4 

North  Dakota . 

50-3 

40-3 

CoNNECTI  CUT . 

25-2 

25-1 

40-3 

30-2 

Delaware . 

30-2 

25-1 

Ohio . 

75-5 

60-4 

District  of  Columbia . 

30-2 

25-1 

Oklahoma . 

Florida . 

60-4 

50-3 

Ontario: 

40-3 

30-2 

Georgia . 

60-4 

50-3 

60-4 

50-3 

Idaho . 

1  00-7 

1  00-7 

Sault  Ste.  Marie . 

50-3 

40-3 

50-3 

40-3 

1  00-7 

1  00-7 

Indiana . 

50-3 

40-3 

Oregon . . 

25-2 

1  25-1 

Iowa . 

60-4 

50-3 

i 

to 

>  to 

Kansas . 

60-4 

50-3 

Pennsylvania . •< 

40-3 

cc 

c 

1 

to 

Kentucky . 

50-3 

40-3 

( 

Klondike:  See  Alaska  and 

Prince  Edward  Island: 

75-5 

65-5 

Yukon 

Charlottetown . 

50-3 

40-3 

Louisiana . 

60-4 

50-3 

Quebec . 

30-2 

25-1 

Maine:  Portland . 

35-2 

25-1 

Rhode  Island . 

60-4 

50-3 

All  other  places . 

40-3 

30-2 

South  Carolina . 

75-5 

60-4 

Manitoba :  Winnipeg . 

75-5 

60-4 

50-3 

40-3 

Maryland:  Annapolis,  Bal- 

Tennessee . 

75-5 

60-4 

timore,  Frederick,  Ha- 

Texas . 

75-5 

60-4 

gerstown . 

30-2 

25-1 

35-2 

25-1 

Cumberland . 

35-2 

25-1 

40-3 

1  30-2 

All  other  places . 

40-3 

30-2 

to 

V  to 

1 

25-2 

1 

Virginia . •< 

50-3 

)  40-3 

Massachusetts . 7 

to 

[  25-1 

I 

1 . 00-7 

1.00-7 

1 

30-2 

i 

Washington . 

40-3 

30-2 

Michigan:  Detroit,  Mount 

West  Virginia . 

50-3 

40-3 

Clemens,  Port  Huron. . . 

40-3 

30-2 

Wisconsin:  Milwaukee . 

60-4 

50-3 

1 

50-3 

l  40-3 

All  other  places . 

75-5 

60-4 

All  other  places . - 

Wyoming . 

60-4 

/  50-3 

Yukon: 

4 . 00-27 

4 . 00-27 

Minnesota . 

CO-4 

50-3 

Dawson . 

As  this  page  is  being  made  up,  the  “  Maure¬ 
tania”  has  added  to  her  laurels  by  breaking 
the  record  over  the  long  Atlantic  course  of 
2,889  knots  by  26  minutes,  landing  her  passen¬ 
gers  in  New  York  just  before  midnight  on 
March  17,  1910.  This  is  the  first  time  that 
this  has  been  accomplished  on  the  winter 


route.  The  time  from  Daunt’s  Rock  to  the 
Ambrose  Channel  Lightship  was  4  days  15 
hours  and  29  minutes,  at  an  average  speed  of 
25.91  knots.  One  day  the  liner  averaged 
26.79  knot$.  The  best  previous  record  over 
the  long  course  was  4  days  15  hours  and  55 
minutes. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


81 


counted  as  two  letters.  The  following 
examples  will  serve  to  fix  the  inter¬ 
pretation  of  the  rules  for  senders : 


U)o«l 

+->  A 

o 


h  00  M 

•4-d  t-l  (-1 

C?! 


Allright  .  2 

Responsibility  (14  letters)  ....  1 
Unconstitutional  (16  letters)..  2 

A-t-il  .  8 

Aujourdhui  .  1 

Aujourd'hui  .  2 

Newyork  .  1 

New  York  .  2  1 

Frankfort  Main  .  2  1 

Frankfurtmain  .  1  1 

Starokonstantinow  (Town  in 

Russia)  .  2  1 

Emmingen  Wurtemberg  .  2  1 

Van  de  Brande  .  3 

Vandebrande  .  1 

Dubois . . .  1 

Du  Bois  .  2 

Hyde  Park  .  2 

Hy depark  (contrary  to  usage  of 

the  language)  .  2 

Saintjames  Street .  2 

Saint  James  Street  .  2 

44 y2  (5  figures  and  signs)....  1 

444,55  (6  figures  and  sigr.s)  ....  2 

$100  .  2 

Onehundred  dollars  .  2 

10  fr.  50  .  3 

llh  30  .  3 

44  1 

44/2  1 

2%  .  1 

Two  hundred  and  thirty  four.  .  5 
Twohundredandthirtyfour  ( 23 

letters)  .  2 

State  of  Maryland  (name  of 

ship)  .  3 

Stateofmaryland  (name  of  ship) 

1 


Emvchf  .  2 

Ch  23  (trade  mark)  .  1 

ap 

“  .  1 


C.  II.  F.  45 .  2 

The  business  is  urgent,  start  at  once 
(7  words  and  2  underlines)..  9 
Send  reply  (if  any)  by  mail  (6  words 

and  parentheses) .  7 

Explain  “reversal”  (2  words  and 
inverted  commas .  3 


MISCELLANEOUS  SERVICE 
Persons  who  wish  to  be  notified  of 
the  arrival  of  steamers  can  make  ar¬ 
rangements  with  the  two  telegraph 
companies  to  notify  them  of  the  ar¬ 
rival.  The  companies  maintain  sig¬ 
nal  stations  at  Fire  Island.  The  High¬ 
lands,  and  Sandy  Hook;  also  at 
Quarantine,  for  the  purpose  of  re¬ 
porting  and  sighting  the  arrival  of 
steamers  from  soreign  ports.  To  those 


who  live  in  New  York,  or  in  nearby 
towns  and  cities,  the  notice  will  be 
received  in  ample  time  to  reach  the 
dock  by  the  time  the  steamer  warps 
in.  The  service  for  New  York,  New 
Jersey  and  Hoboken  is  $1.00.  Par¬ 
ties  in  other  places  who  are  interested 
in  incoming  steamers  can  be  notified 
by  paying  this  fee  of  $1.00,  plus  the 
usual  telegraph  tolls  for  the  ordinary 
ten-word  message.  Of  course,  for 
places  not  adjacent  to  New  York,  the 
notice  conveys  the  intelligence  of  the 
near  approach  of  home-coming 
steamers,  but  hardly  in  time  to  enable 
the  steamer  to  be  met. 

On  March  5,  1910,  the  night  letter 
service  was  inaugurated.  The  under¬ 
lying  thought  in  establishing  this  ser¬ 
vice  was  to  give  the  public  the  benefit 
of  the  unemployed  wires  at  night  to 
quicken  correspondence  at  low  rates  to 
take  the  place  of  letters  by  mail.  The 
rates  charged  are  the  standard  day 
rates  for  ten-word  messages.  For  the 
transmission  of  fifty  words  or  less  plus 
one-fifth  the  initial  for  each  additional 
ten  words  or  less.  To  be  entitled  to 
this  rate  the  message  must  be  written 
in  plain  English  language  and  destined 
for  points  where  the  telegraph  com¬ 
panies  have  offices.  Code  messages 
will  be  charged  for  at  standard  day  or 
night  rates  as  the  case  may  be  and 
night  letters  will  not  be  accepted  for 
other  line  points.  Night  letters  will  be 
accepted  and  collected  on  call  in  any 
hour  of  the  day  or  night  for  delivery 
at  destination  on  the  morning  of  the 
next  ensuing  business  day  by  mail  or 
messenger.  They  will  be  transmitted 
at  the  company’s  convenience  during 
the  night.  The  special  form,  known  as 
“Form  2289,”  should  be  used  for  writ¬ 
ing  the  night  letter.  Night  letters  at 
the  option  of  the  telegraph  company 
may  be  mailed  to  the  destination  of 
the  addressee  and  the  company  shall 
be  deemed  to  have  discharged  its  obli¬ 
gations  in  such  cases  with  respect  to 
delivery  by  mailing  such  night  letters 
at  the  destination,  postage  prepaid. 

By  the  time  this  book  is  in  the 
hands  of  the  reader  it  is  probable  that 
the  combined  telegraph  and  telephone 
service  will  be  in  effect.  The  plan  is  to 
allow  those  telephone  subscribers  whose 
local  telegraph  office  is  closed  for  the 
night  to  call  up  central  and  send  a 
telegraph  message,  which  central  will 
transmit  to  the  next  telegraph  office, 
so  that  a  telegram  may  be  accepted 
from  a  telephone  subscriber  at  any 
time  during  the  twenty-four  hours.  It 
is  possible  that  this  may  be  modified 


82  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


TYPES  OF  CABLE  AND  WIRELESS  BLANKS 


83 


SCIENTIFIC  AMERICAN 


iu  some  manner  when  complete  in¬ 
structions  are  prepared,  but  this  .is 
about  what  the  combined  telegraph- 
telephone  service  will  be. 

WIRELESS  TELEGRAPHY 

Wireless  telegraphy  is,  in  theory, 
closely  allied  to  heliograpby,  or  signal¬ 
ing  with  flashes  of  light.  The  light 
used,  however,  is  produced  electrically 
and  is  invisible  to  the  naked  eye,  owing 
to  the  fact  that  it  is  made  up  of  very 
long  waves,  called  Hertzian  waves, 
which  vibrate  too  slowly  to  affect  the 
retina.  The  eye  can  only  discern 
waves  which  make  from  4,000  billions 
to  7,000  billions  vibrations  per  minute. 
However,  the  Hertzian  ray  resembles 
light  in  that  it  can  be  reflected  by  a 
metallic  plate  and  can  be  refracted  by 
a  prism  of  pitch,  can  be  brought  to 
a  focus  with  a  pitch  lens,  and  may 
be  polarized.  Owing  to  the  great 
length  of  the  Hertzian  waves,  almost 
all  substances  are  transparent  to  them. 
The  Hertzian  waves  were  discovered 
by  Professor  Heinrich  Hertz,  a  young 
German  philosopher,  during  his  ex¬ 
periments  with  the  spark  discharge  of 
Leyden  jars  and  of  the  Ruhmkorff  coil 
in  1886  and  1887. 

He  found  that  when  a  spark  leaped 
the  gap  between  the  terminals,  electric 
oscillations  took  place  in  these  termi¬ 
nals  which  set  up  magnetic  waves  in 
the  surrounding  space,  capable  in  turn 
of  setting  up  similar  oscillations  in 
any  adjacent  conductor  lying  at  an 
angle  to  them.  The  waves  were  de¬ 
tected  by  using  a  “resonator,”  which 
was  merely  a  circle  or  a  rectangle  of 
copper  wire  formed  with  a  gap  in  one 
side.  When  the  induction  coil  was  in 
operation  and  the  resonator  coil  was 
held  near  the  coil,  a  tiny  stream  of 
sparks  would  leap  across  the  resonator 
gap.  To  better  understand  this  phe¬ 
nomenon  take  as  a  crude  example  two 
vertical  rods  in  a  pool  of  water  and 
on  each  a  float  free  to  slide  vertically 
on  the  rod.  Now,  if  one  of  these  floats 
be  moved  up  and  down  upon  its  rod,  it 
produces  waves  in  the  water  just  as 
the  electric  oscillation  produces  waves 
in  the  ether.  These  spread  out  in  all 
directions  and  on  reaching  the  other 
float  cause  it  to  oscillate  up  and  down, 
just  as  the  magnetic  waves  produce 
electric  oscillations  in  the  resonator. 

Without  going  into  a  detailed  his¬ 
tory  of  the  development  of  wireless 
telegraphy  from  Hertz’s  experiments, 
it  may  be  stated  that  the  essential 
difference  between  the  apparatus  used 


HANDBOOK  OF  TRAVEL 


by  Hertz  in  his  experiments  and  the 
several  systems  now  commonly  in  use 
lies  in  the  receiver.  The  transmitter 
is  practically  the  same.  A  vertical 
wire  called  the  antenna  is  connected 
to  one  terminal  of  the  coil,  and  the 
other  terminal  is  connected  with  the 
earth,  the  purpose  being  to  increase 
the  electrical  capacity  of  the  terminal 
rods  and  produce  larger  waves.  In¬ 
stead  of  producing  the  oscillations  by 
means  of  an  induction  coil,  they  are 
now  ordinarily  produced  by  a  dynamo 
and  a  step-up  transformer  except  for 
telegraphing  over  short  distances.  But 
even  with  these  changes  we  would  not 
be  able  to  telegraph  over  any  appre¬ 
ciable  distance  if  dependent  upon  the 
Hertz  resonator  for  receiving  a  mes¬ 
sage,  for,  owing  to  the  fact  that  the 
waves  spread  out  in  all  directions  from 


Sending  Telegrams  and  Cables  at  Fishguard 


the  transmitting  antenna,  the  receiv¬ 
ing  antenna  is  acted  upon  by  a  very 
small  proportion  of  the  power  ex¬ 
pended  by  the  transmitter,  and  this 
proportion  decreases  very  rapidly  as 
the  distance  between  the  transmitter 
and  the  receiver  increases.  In  order 
then  to  detect  the  rays  at  long  dis¬ 
tances,  a  very  sensitive  instrument 
called  the  “coherer”  has  been  invented. 
The  coherer  in  its  usual  form  consists 
of  a  glass  tube  with  two  metal  pistons 
fitted  therein  between  which  a  quan¬ 
tity  of  nickel  filings  is  placed.  The 
latter  forms  an  imperfect  electrical 
contact  between  the  pistons,  and  takes 
the  place  of  the  spark  gap  in  the  re¬ 
ceiving  antenna.  When  the  oscilla¬ 
tions  are  set  up  in  the  antenna  by  the 


84 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hertzian  waves,  due  to  their  high  pres¬ 
sure  or  voltage,  they  break  through 
the  imperfect  contact  of  the  coherer, 
causing  the  filings  therein  to  cohere  or 
string  together  and  thus  produce  a 
much  better  electric  path  through  the 
coherer.  The  action  is  microscopic 
and  cannot  be  detected  with  the  naked 
eye.  However,  the  coherer,  aside  from 
being  a  part  of  the  antenna  circuit,  is 
also  made  a  part  of  a  local  battery  cir¬ 
cuit,  which  contains  a  telegraph  re¬ 
ceiver,  and  whenever  the  electric  os¬ 
cillations  open  a  good  path  through  the 
filings  for  the  local  circuit,  the  tele¬ 
graph  instrument  will  be  energized  by 
the  local’  battery  only.  In  order  to 
break  this  path  after  the  oscillations 
have  ceased,  or,  in  other  words,  to 
cause  the  filings  to  decohere,  they  are 
constantly  jarred  apart  by  means  of 
the  “tapper,”  which  is  in  reality  an 
electric  bell  with  the  gong  removed  and 
the  clapper  striking  the  coherer  tube 
instead.  Carbon  granules  may  be  sub¬ 
stituted  for  metallic  filings,  and  ‘in  this 


case  no  tapper  is  necessary,  the  co¬ 
herer  being  self-restoring. 

In  transmitting  messages  a  tele¬ 
graph  key  in  the  primary  circuit  of  the 
induction  coil  is  operated  according  to 
the  usual  Morse  code,  and  this  causes 
sparks  to  leap  the  spark  gap  at  corre¬ 
sponding  intervals.  These  signals  will 
then  be  transmitted  by  the  Hertzian 
waves  to  the  receiving  station,  where 
they  will  be  recorded  by  the  telegraph 
receiver.  The  coherer  is  not  by  any 
means  the  only  wave  detector  in  use. 
Every  wireless  telegraph  company  has 
one  or  more  different  types  of  detect¬ 
ors. 

The  Marconi  Company  also  an¬ 
nounce  the  opening  of  a  station  at  The 
Breakers,  Palm  Beach,  Florida,  for 
handling  messages  to  ships  fitted  with 
the  Marconi  system  trading  south  of 
New  York.  Rate  $2.0(b— 12  plus  land¬ 
line  tolls. 

In  addition  to  the  station  at  The 
Breakers,  arrangements  have  been 
made  with  the  United  Fruit  Co.  for 
the  use  of  the  following  stations  : 


WIRELESS  STATIONS  IN  THE  UNITED  STATES 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


85 


For  Ten  Words 
or  Less. 

New  Orleans,  La . $2.00 — 12 

Burrwood,  La .  2.00 — 12 

Cape  San  Antonio,  Cuba  2.00 — 12 

Swan  Island  .  2.00 — 12 

Port  Limon .  2.00 — 12 

Bocas  del  Toro.  .......  2.00 — 12 

Bluefields,  Nicaragua...  2.00 — 12 
Rama,  Nicaragua . 2.00 — 12 

Messages  for  transmission  via  all  of 
the  above-mentioned  stations  are 
counted  and  charged  for  in  accordance 
with  the  methods  used  by  the  land¬ 
line  companies  for  domestic  messages. 

Wireless  messages  to  be  sent  to 
steamers,  either  outgoing  or  incoming, 
should  be  addressed  as  follows : 
Charles  Smith,  S.  S.  Campania,  via 
Seagate,  New  York,  or  Charles  Smith, 
S.  S.  Campania,  via  South  Wellfleet, 
Mass.  All  wireless  messages  must  be 
prepaid.  Should  the  wireless  station 
via  which  the  message  is  first  routed 
fail  to  reach  the  steamer  addressed, 
the  fact  will  be  reported  to  the  orig¬ 
inating  office,  so  that,  if  the  sender 
orders,  the  message  may  be  sent  to 


another  station.  When  this  is  done, 
tolls  must  be  computed  via  the  new 
route,  •  and  any  necessary  additional 
tolls  collected.  In  case  the  Wireless 
Co.  fails  to  reach  a  steamer  and  the 
sender  does  not  order  it  forwarded,  the 
“other”  line  or  “wireless”  toll  may  be 
refunded. 

The  following  is  a  list  of  all  of  the 
stations  equipped  with  the  Marconi 
telegraph  in  the  United  Kingdom  : 

Caister,  Crookhaven,  Seaforth,  Liv¬ 
erpool,  Lizard,  Niton,  North  Foreland, 
Rosslare,  Withernsea,  Broomfield, 
Fraserburgh,  Haven,  Poldhu,  Clifden, 
Fastnet,  Inishtrahull,  Flannan  Islands, 
Malin  Head,  Butt  of  Lewis,  Cross 
Sand  Light  Vessel,  Bolt  Head,  Sunk 
Light  Vessel,  Tongue  Light  Vessel, 
Gull  Light  Vessel,  East  Goodwin  Light 
Vessel,  and  South  Goodwin  Light  Ves¬ 
sel.  The  most  important  stations  are 
Poldhu  and  Clifden.  The  former  trans¬ 
mits  news  to  ships  carrying  special 
long-distance  Marconi  apparatus,  and 
the  letter  is  used  for  transatlantic 
communication  with  the  station  at 
Glace  Bay,  N.  S.  The  ordinary 
( Continued  on  page  88) 


WIRELESS  STATIONS  IN  EUROPE 


86 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


WIRELESS  INFORMATION. 


Travelers  by  the  principal  passenger  vessels 
listed  have  at  their  disposal  when  at  sea,  a 
Public  Telegraph  Service  in  the  Marconi 
Wireless  Telegraph  System,  working  in  con¬ 
junction  with  the  ordinary  Inland  Telegraphs 
and  the  International  Cables  throughout  the 
World. 

Telegrams  are  accepted  on  board  ship  for 
transmission  to  all  parts  of  the  world  through 
such  Marconi  Telegraph  Stations  as  the  vessel 
may  pass.  Through  rates  can  be  obtained 
from  the  Pursers  and  Operators  on  the  ships. 

Telegrams  are  also  accepted  for  passing 
ships  fitted  with  Marconi  Telegraphs,  either 
for  delivery  on  board  or  for  re-transmission 
through  shore  stations. 

Prepaid  telegrams  for  transmission  to  ships 
at  sea  are  accepted  at  the  offices  of  the  Postal 
and  Western  Union  Telegraph  Companies, 
and  at  the  Marconi  Company’s  Head  Office, 
27  W’illiam  Street,  New  York,  where  full  in¬ 
formation  can  be  obtained. 

The  Company’s  Shore  Stations  in  North 
America  are  situated  at  Sea  Gate,  L.  I.,  Sag- 
aponack,  L.  I.,  Siasconset,  Mass.,  and  com¬ 
municate  with  the  vessels  listed  below  at 
times  when  they  are  four,  eight  and  four¬ 
teen  hours  respectively  from  New  York. 

The  Canadian  Marconi  Company’s  Station 
at  Camperdown,  N.  S.,  is  also  available  and 
may  be  used  when  vessels  are  36  hours  from 
New  York. 

A  charge  is  made  for  the  first  ten  words  or 
less  and  at  a  reduced  rate  for  each  word  over 
ten.  The  address  and  signature  are  not 
charged  for. 

For  10  words 
or  less. 


Via  Sea  Gate . $2.00 

Sagaponack .  2.25 

“  Siasconset .  3.00 

“  Camperdown .  4.00 


The  above  rates  are  the  Wireless  rates; 
senders  will  pay  in  addition  thereto,  the 
regular  tolls  to  or  from  the  points  named. 

The  vessels  marked  with  an  asterisk  (*)  may 
be  reached  at  any  time  within  60  hours  from 
New  York  by  routing  telegrams  via  this  Com¬ 
pany’s  High-Power  Station  at  South  Wellfleet, 
Mass.  The  charge  for  such  messages  is  $5.00 
for  10  words  or  less,  plus  the  regular  tolls  to 
South  Wellfleet.  A  new  station  at  Palm  Beach 
has  just  been  opened,  rate  $2.00. 


PARTIAL  LIST  OF  MARCONI  TELE¬ 
GRAPH  OFFICES  ON  SHIPBOARD. 


♦Caronia 
Carpathia 
Cedric 
Celtic 
♦Chicago 
♦Cincinnati 
♦Cleveland 
Columbia 
Cordova 
Corsican 
Cretic 
Cymric 
♦Deutschland 
Dominion 
Duca  D’Abruzzi 
Duca  de  Genova 
Emp’s  of  Britain 
Emp’s  of  China 
Emp’s  of  India 
Emp’s  of  Ireland 
Emp’s  of  Japan 
♦Etruria 
Europa 
Finland 
Florida 
Florizel 

Friedrich  der  Grosse 
Furnessia 

*  George  Washington 
Germania 
*Graf  Waldersee 
Grosser  Ivurfurst 
Grampian 
♦Hamburg 
Hesperian 
Indiana 
Ivernia 

♦K’rin  Aug.  Vic. 

*K’r  Wilhelm  II 
*K’r  Win.  der  Grosse 
Konig  Albert 
Konigen  Luise 
♦Kroppz.  Wilhelm 
♦Kronpz.  Cecilie 
Kroonland 
Lapland 
♦La  Bretagne 
♦La  Gascogne 
♦La  Lorraine 
♦La  Provence 
♦La  Savoie 
♦La  Touraine 
Laura 
Lazio 
Liguria 
Lombardia 
♦Lucania 
♦Lusitania 
Madonna 


Main 
Majestic 
M.  Washington 
♦Mauretania 
Mendoza 
Minneapolis 
Minnehaha 
Minnetonka 
Minnewaska 
♦Moltke 
Neckar 

♦New  Amsterdam 
New  York 
♦Noordam 
Nord  America 
Oceania  (Ital.) 
Oceanic 
Pannonia 
♦Patricia 
♦Pennsylvania 
Philadelphia 
♦Potsdam 
♦President  Grant 
♦President  Lincoln 
♦Pretoria 

Princ.  di  Piemonte 
Prinz  Fried.  W’m 
Prinzess  Alice 
Prinzess  Irene 
Re  d’ltalia 
Regina  d’ltalia 
Rhein 
Roma 
Romanic 
Rosalind 
♦Rotterdam 
♦Ryndam 
Sannio 
San  Giorgio 
San  Giovanni 
Sardegna 
Saxonia 
Sicilia 
♦Statendam 
St.  Louis 
St.  Paul 
Taormina 
Teutonic 
Tomaso  di  Savoia 
Tunisian 
Ultonia 
Umbria 
Vaderland 
Venezia 
Verona 
♦Vjctorian 
♦Virginian 
Zeeland 


The  company  is  prepared  to  announce  the 
arrival  of  the  above  vessels  48  to  4  hours  be¬ 
fore  docking  at  a  uniform  charge  of  $1.50  per 

vessel. 


Adriatic 

Alice 

America  (Italian) 
♦Amerika 
Ancona 
Arabic 
Argentina 
Baltic 
Barbarossa 


♦Batavia 

Berlin 

♦Bliicher 

♦Bulgaria 

Caledonia 

California 

♦Campania 

Canopic 

♦Carmania 


Requests  for  these  reports  must  be  made 
at  the  Company’s  Head  Office,  27  WTilliam  St., 
New  York. 

Note. — Telegrams  routed  via  South  Well- 
fleet,  must  be  filed  with  the  Western  Union 
Telegraph  Company,  or  at  the  Marconi  Com¬ 
pany’s  offices. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  87 


MARCONI  TELEGRAPH. 

COMM  UNICAT  ION _ CH  A  R  T. 


- JANUARY _ 1910. - 


TIME  to  be  useo  WEST  OF  40*  LONGITUDE  NEW  YORK  tine  .east  of  *o‘  longitude  crecnwich  time 
INTERSECTION  OF  LINES  SHEWS  EARLIEST  TIME  SHIPS  CAN  BE  IN  SAME  LONGITUDE  AT  BEST  AVERAGE  SPEEOS 
COMMUNICATION  SHOULD  BE  ESTABLISHED  AT  EVERY  INTERSECTION  EXCEPT  AT  CERTAIN  POINTS  OF  TNE  ROUTE  WHEN  ONE  VESSEL  IS  ON  THE  NORTHERN  AND  THE  OTHER  ON  THE  SOUTHERN  TRACK 
EXAMINATION  OF  A  NORTH  ATLANTIC  TRACK  CHART  WILL  SHEW  THE  DISTANCE  BETWEEN  ROUTES  OF  DIFFERENT  SHIPS  OURING  ANY  VOYACC 


MARCONI  CHART 

Posted  in  companionway  to  show  possibilities  of  communication  for  one  month. 


©1/ 


SS _  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


( Continued  from  p  :ge  85) 
land  stations  for  a  vessel  pro¬ 
ceeding  to  Plymouth  would  be  to  pick 
up  the  following:  Crookhaven,  The 
Lizard,  Bolt  Head,  and  Niton.  Ves¬ 
sels  proceeding  to  Liverpool  would 
first  pick  up  Crookhaven,  then  Ross- 
lare  and  Seaforth  or  Liverpool. 

The  following  are  the  stations  in 
Belgium :  Nieuport  and  Antwerp. 

The  stations  in  Italy  are  as  follows: 
Capo  Mele,  Palmaria,  Capo  Sperone, 
Forte  Spuria,  Cozzo  Spadaro,  Monte 
Mario,  Becco  di  Vela,  Asinara,  Ponza, 
Santa  Maria  di  Leuca,  Viesti,  Monte 
Cappuccini  di  Ancona,  Venice  Arsenal, 
Torre  Piloti  di  Malamocco,  Bari,  Ca¬ 
gliari,  Palermo,  Naples,  San  Giuliano 
di  Trapani,  Messina,  Villa  San  Gio¬ 
vanni  and  Reggio. 

There  are  also  stations  at  Antivari, 
Montenegro:  and  Tort  Said  and  Port 
Tewfik,  m  Egypt. 

The  stations  in  the  United  States 
are  as  follows:  Cape  Cod,  Sea¬ 

gate.  Sagaponack,  Siasconset,  South 
Wellfleet  (Cape  Cod),  the  sta¬ 
tion  at  Cape  Cod  transmits,  news 
to  ships  carrying  special  long-dis¬ 
tance  apparatus:  Hotel  Plaza  (New 
York  City),  and  The  Breakers.  The 
Canadian  stations  are  as  follows : 
Camperdown  (Halifax,  N.  S.),  Cape 
Sable  (Nova  Scotia),  Sable  Island, 
St.  John  (New  Brunswick),  Cape 
Race  (Newfoundland),  Cape  Ray 
(Newfoundland),  Point  Rich  (New¬ 
foundland),  Fame  Point  (Quebec), 
Whittle  Rocks  (Quebec),  G  rosse  Isle 
(Quebec),  Glace  Bay  ( N.  S.  Trans- 
Atlantic  Station),  Father  Fount 
(Quebec),  Clarke  City  (Quebec), 
Heath  Point  (Anti  Costi),  Cape 
Bear  (Prince  Edward  Island),  Point 
Amour  (Labrador),  Chateau  Bay 
.(Labrador),  Belle  Isle,  Battle  Har¬ 
bor  (Labrador),  Venison  Island 
(Labrador),  American  Tickle  (Labra¬ 
dor),  Domino  (Labrador),  Indian 
Harbor  (  Labrador ) ,  North  Sydney, 
Montreal,  Three  Rivers.  There  are 
also  stations  at  Punta  del  Este.  Uru¬ 
guay  :  and  Bernal  and  San  Martin,  in 
Argentine. 

UNITED  WIRELESS 
The  United  Wireless  Telegraph 
Service  maintains  a  large  number  of 
stations,  and  a  considerable  number  of 
Atlantic,  Gulf  and  Great  Lake  steam¬ 
ers,  as  well  as  Pacific  Coast  boats,  are 
equipped  with  their  system.  The  rate 
is  .$2  for  ten  words  or  less,  and  ten 
cents  for  each  additional  word.  Mes¬ 
sages  sent  to  or  from  inland  or  coast 
points,  where  the  company  has  no 


wireless  station,  bear  an  additional 
charge  for  transmitting  the  message 
by  the  Western  Union  or  Postal  Tele¬ 
graph  stations,  the  amount  of  the  ad¬ 
ditional  charge  being  according  to  the 
tariff  rate  of  the  company  controlling 
the  land  lines.  No  charge  is  made 
for  addresses  or  signatures. 

THE  DAY  BEFORE  SAILING. 

It  is  always  wise  to  visit  the 
steamer  the  day  before  sailing  when 
this  is  possible.  This  enables  the  nec¬ 
essary  inquiries,  such  as  the  location 
of  seats  at  the  table,  and  steamer 
chairs,  etc.,  to  be  settled  decidedly. 
If  the  seats  cannot  be  assigned  at  that 
time,  at  least  a  reservation  can  be 
made.  BAGGAGE. 

Each  steamship  company  has  rules 
relating  to  baggage  which  should  be 
carefully  observed.  The  amount  car¬ 
ried  free  is  usually  eighteen  cubic  feet, 
but  this  anTount  varies.  Eighteen  cubic 
feet  mean  about  200  pounds.  The 
remarks  relating  to  baggage  may  be 
regarded  as  a  kind  of  composite  pic¬ 
ture  of  the  subject  and  the  informa¬ 
tion  given  should  not  lie  considered  as 
final.  Always  address  the  companies 
for  detailed  information.  They  will 
cheerfully  supplement  this  with 
written  directions  if  necessary. 

When  you  pay  for  your  steamer 
ticket  always  ask  for  baggage  tags 
which  are  freely,  provided  by  the 
steamship  company.  Be  sure  that  the 
right  labels  are  attached  to  every 
piece  of  baggage.  Use  the  stateroom 
tag  for  the  steamer  trunk  and  other 
articles  of  baggage  which  are  to  be 
placed  in  the  staterooms.  If  you,  are 
likely  to  want  access  to  a  trunk  during 
the  voyage,  a  “Wanted”  label  should 
be  put  on.  Baggage  which  is  not 
likely  to  be  called  for  during  the 
voyage  is  put  in  the  hold,  using  the 
“Hold”  or  “Not  Wanted”  label. 

Special  labels  for  each  port  are 
furnished,  and  care  should  be  exercised 
in  using  the  proper  tags  in  order  to 
avoid  delay  or  loss. 

Labels  on  trunks  and  cases  should 
not  be  placed  on  the  sides,  or  on  the 
top,  but  on  both  ends.  The  name  of 
the  passenger  should  also  be  marked 
legibly  and  durably  on  every  piece  of 
baggage  apart  from  the  label,  in  case 
the  tags  are  lost  or  damaged. 

Baggage  may  be  sent  to  the  pier 
a  few  days  in  advance  of  the  sailing 
day.  Passengers  arriving  in  New  York 
by  train  may  have  their  trunks  checked 
to  the  pier  by  the  baggage  express 
agent,  who  passes  through  the  train 
shortly  before  its  arrival.  All  baggage 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


89 


UNITED.  WIRELESS  COMPANY’S  ATLANTIC  AND 
GULF  COAST  STATIONS 


Atlantic  City,  N.  J. 

Albany,  N.  Y.  (Ten  Eyck  Hotel. ) 

Boston,  Mass.  (2)  (Boston  Herald  Bldg.) 

(Broad  Exchange  Bldg.) 

Bridgeport,  Conn. 

Baltimore,  Md.  (Balto.  American  Bldg.) 
Cape  Hatteras,  N.  C. 

Charleston,  S.  C. 

Elizabeth  City,  N.  C. 

Eastport,  Me. 

Fort  Morgan,  Ala. 

Galilee,  N.  J. 

Grand  Island,  La. 

Galveston,  Tex. 

Havana,  Cuba. 

Jacksonville,  Fla.  (Hotel  Aragon.) 

Key  West,  Fla. 

Long  Beach,  L.  I.  (Nassau  Hotel.) 


Mount  Beacon  N.  Y.  (Beaconcrest  Hotel.) 
Mobile,  Ala. 

New  York  City.  No.  42  Broadway. 
(Manhattan  Beach.) 

(Waldorf-Astoria  Hotel.) 

Norfolk,  Va.  (Garrett  &  Co.  Winery.) 

New  Orleans,  La.  (Hotel  Grunewald.) 
Philadelphia,  Pa.  (Bellevue-Stratford  Hotel 
Port  Arthur,  Tex. 

Providence,  R.  I. 

Santo  Domingo  City. 

San  Juan,  Porto  Rico. 

Savannah,  Ga. 

Tampa,  Fla. 

J  Tangier  Island,  Va. 

Washington,  D.  C.  (New  Willard  Hotel.) 
Wilmington,  Del. 


SHIPS  EQUIPPED  WITH  UNITED  WIRELESS  SYSTEM— 

ATLANTIC,  GULF 


MALLORY  LINE 

Denver 

Colorado 

Concho 

Sabine 

San  Jacinto 

Alamo 

N  ueces 

Lampasas 

Brazos 

San  Marcus 

Rio  Grande 

Comal 

R.  M.  S.  PICT.  CO. 

Orinoco 

Nile 

Oruba 

Clyde 

Tagus 

Thames 

Trent 

Oratava 

A  trato 

Ortana 

Magdalena 

Berbice 

OCEAN  S.  S.  CO. 

City  of  Columbus 

Nacoochee 

City  of  Memphis 

City  of  Augusta 

City  of  Atlanta 

City  of  Savannah 

City  of  Montgomery 
City  of  St.  Louis 

City  of  Macon 

N.  Y.  &  P.  R.  S.  S. 

C.O 

Carolina 

Ponce 

San  Juan 

Coamo 

RED  “  D”  LINE 

Philadelphia 

CONS.  COAL  CO. 
Tug  “Savage'' 

Caracas 

♦Wireless  rates  on  steamers  North  Star, 
Anne,  Manhattan,  Yale  and  Harvard  are  SI  .00 
word. 


MAINE  S.  S.  CO. 

♦North  Star  *Manhattan 

Northland 

PANAMA  R.  R.  CO. 

Ancon  Colon  Advance 

Cristobal  Panama  Allianca 

EASTERN  S.  S.  CO. 

Calvin  Austin  . 

WILSON  LINE 
Estrimo 

OLD  DOMINION  S.  S.  CO. 

♦Hamilton  *Monroe 

♦Jamestown  *Princess  Anne 

♦Jefferson 

LAMPORT  &  HOLT  S.  S.  CO. 

Vasari  Verdi 

VACARRO  BROS.  IND.  S.  S.  CO. 

Vacarro  Rosina 

MERRIT  &  CHAPMAN  D.  &  W.  CO. 
Relief 

AMERICAN  MAIL  S.  S.  CO. 

Admiral  Schley  Admiral  Dewey 

Admiral  Farragut 

PENINSULAR  &  OCC.  S.  S.  CO. 

Gov.  Cobb  Miami 

INTER.  OCEAN  S.  S.  CO. 

Sierra 

Hamilton,  Jamestown,  Jefferson,  Monroe,  Princess 
for  ten  words  or  less  and  7c.  for  each  additional 


There  is  an  ordinance  in  the  village  of 
Oberammergau  forbidding  the  use  of  power 
cars  in  the  village  territory.  The  Passion 
Play  committee,  however,  have  succeeded  in 
rescinding  this  ordinance  during  May,  June, 
July,  August  and  September^  of  1910. 
Furthermore,  the  Passion  Play  committee 


has  built  a  fireproof  garage  with  accommoda¬ 
tions  for  200  cars  and  their  attendants.  A 
leading  firm  has  contracted  to  keep  the  roads 
free  from  dust  by  the  use  of  oil.  It.  is  ex¬ 
pected  that  a  dirigible  balloon  will  also 
make  daily  trips  between  Munich  and  Ober¬ 
ammergau.  The  distance  is  43  miles. 


THE  WIRELESS  OPERATOR 

Is  a  Power  in  Time  of  Need,  Flashing  his  “C.  Q.  D.”  or  “S.  O.  S."  into  space 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


91 


must  be  claimed  at  the  pier  prior  to 
boarding  the  steamer  on.  the  day  of 
sailing. 

Passengers  are  advised  to  keep  all 
small  pieces  of  baggage,  such  as  hand 
bags,  satchels,  etc.,  in  their  possession, 
and  take  them  on  board  personally 
on  embarkation. 

The  expenses  connected  with  the 
transfer  of  baggage  from  the  pier  to 
the  steamer  or  from  the  baggage  depot 
to  the  lighter  or  tender,  thence  on 
board  the  ocean  steamer  and  from  it 
to  the  delivery  room,  are  borne  by  the 
company. 

All  matters  with  reference  to  bag¬ 
gage  must  be  arranged  with  the  bag- 
gagemaster  on  the  pier ;  other  em¬ 
ployees  of  the  company  are  not  per¬ 
mitted  to  accept  commissions  to  at¬ 
tend  to  any  matters  which  do  not  per¬ 
tain  to  their  duties  and  positions. 

On  some  lines  the  checking  system 
used  by  American  railways  has  been 
introduced  to  facilitate  the  transporta¬ 
tion  of  baggage  between  New  York 
and  ports  of  call  of  the  steamers,  as 
well  as  inland  points  in  Europe,  Lon¬ 
don,  Paris,  Hamburg,  to  which  pas¬ 
sengers  ai-e  forwarded  by  special 
trains. 

To  effect  this  through  checking,  a 
perforated  check  is  used,  one  part  of 
which  is  fastened  to  the  baggage,  and 
the  other  given  to  the  passenger. 

EXCESS  BAGGAGE. 

Each  cabin  passenger,  including 
each  child  who  pays  half  fare,  is  en¬ 
titled  to  the  free  carriage  of  hand 
baggage  and  of  a  stateroom  trunk 
about  36  inches  in  length,  22 
inches  in  breadth  and  14  inches  in 
depth,  or  of  a  similar  piece  of  baggage 
about  that  size,  to  the  place  of  des¬ 
tination.  This  applies  to  German  lines 
only.  For  each  piece  of  additional 
baggage,  not  exceeding  18  cubic  feet 
in  measurement  and  200  lbs.  in  weight, 
the  following  charges  are  made  : 

1.  Between  New  York  and  Ham¬ 

burg,  Cherbourg,  Bremen,  Boulogne  S. 
Mer,  Southampton,  Plymouth,  Gibral¬ 
tar,  Genoa  or  Naples  :  eastbound,  $1.00, 
or  westbound,  M.  4,  Frs.  5,  4  Sh.,  or 
Lire  5.  _  . 

2.  Between  New  York  and  Paris  via 
Boulogne  S.  Mer:  eastbound,  $2,  or 
westbound,  M.  8,  or  Frs.  10. 

3.  Between  New  York  and  Pans 
via  Cherbourg  :  eastbound,  $3,  or  west¬ 
bound.  M.  12,  or  Frs.  15. 

4.  Between  New  York  and  London 
via  Plymouth  or  Southampton:  east- 


bound,  $2,  or  westbound,  M.  8,  or  8 
Sh. 

5.  Between  German  and  French  or 
English  Channel  Ports,  also  between 
French  and  English  Channel  Ports, 
also  between  the  Italian  Ports  of 
Genoa  and  Naples  :  $0.50,  or  M.  2,  or 
Frs.  2.50,  or  2  Sh.,  or  Lire  2.50. 

If  the  measurement  or  weight  limit 
above  stated  is  exceeded,  the  charge 
will  be  increased  proportionately  two, 
three  or  more  times  the  above  rate. 

The  liability  of  the  company  for 
damage  or  loss,  as  well  as  for  delay 
in  delivery,  and  any  responsibility 
which  may  legitimately  attach  to  the 
shipowner  for  the  baggage,  is  limited 
to  $100.00  for  each  first  cabin  trunk ; 
$50.00  for  each  second  cabin  trunk ; 
$40.00  for  each  third  cabin  or  steer¬ 
age  passenger's  baggage. 

If  the  value  of  the  baggage  exceeds 
these  amounts,  and  greater  compensa¬ 
tion  is  desired  in  case  of  loss  or  dam¬ 
age,  the  value  and  contents  of  each 
package  must  be  declared  to_  the  bag- 
gagemaster  before  boarding  the 
steamer,  and  a  charge  of  1  per  cent, 
on  the  excess  value  must  be  paid. 

The  company  does  not  assure  re¬ 
sponsibility  for  loose  baggage,  prop¬ 
erty  or  personal  effects  of  any  kind 
which  remain  in  possession  or  care  of 
the  passengers  during  the  voyage. 

Claims  regarding  damage  or  loss  of 
baggage  must’  be  made  to  the  com¬ 
pany’s  representatives  immediately 
after  arrival  of  the  steamer  at  the  port 
of  destination. 

ARTICLES  NOT  ACCEPTED  AS 
BAGGAGE 

Onlv  regular  baggage  is  accepted  at 
the  rates  stipulated.  For  merchandise 
and  packages  of  a  commercial  shape, 
if  accepted  by  the  company  for  trans¬ 
portation  as  baggage,  double  the  high¬ 
est  rate  of  the  company’s  tariff  is 
charged  with  a  minimum  charge  of  M. 
20,  Frs.  25,  westbound,  or  $5.00  east- 
bound,  per  piece. 

Merchandise,  money,  valuable  docu¬ 
ments  or  articles  of  value  ..will  not  be 
accepted  as  baggage,  and  the  company 
will  accept  no  responsibility  for  such 
articles  when  shipped  as  baggage. 

BICYCLES 

For  the  transportation  of  bicycles 
on  board  the  steamer,  a  charge  of 
$2.50  eastbound,  or  M.  10,  Frs.  12.50, 
10.  Sh.,  or  Lire  12.50  westbound,  per 
bicycle  is  made.  Bicycles  must  be 
I  crated  or  boxed.  Motor  cycles  must 


92 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


also  be  crated  and  their  tanks  must  be 
empty.  The  charge  made  for  carrying 
same  is  $5.00. 

TRANSPORTATION  OF  ANIMALS 

Dogs,  cats,  monkeys,  birds  and  other 
animals  must  be  properly  caged  and 
are  kept  below  deck,  in  care  of  one 
of  the  ship’s  employees. 

DOGS. 

Dogs  are  not  admitted  into  Great 
Britain  without  a  license  from  the 
Board  of  Agriculture,  and  will  not  be 
received  on  board  any  steamer  without 
such  permission.  The  companies  will 
give  detailed  information  to  interested 
parties.  The  expense  of  transporting 
dogs  is  usually  from  $10.00  to  $25.00. 
They  are  taken  care  of  by  the  butcher, 
who  should  receive  a  fee  for  the  same. 
Dogs  are  not  allowed  at  large  on  the 
decks,  although  on  some  boats  they 
can  be  exercised  with  a  leash.  Trav¬ 
elers  should  ascertain  this  point,  how¬ 
ever,  from  the  purser  or  proper  of¬ 
ficial  on  board. 

TLANTS. 

The  German  Government  does  not 
permit  the  landing  of  living  plants  in 
the  German  Empire.  Passengers  carry¬ 
ing  such  plants  render  themselves 
liable  to  fines  and  penalties. 

BAGGAGE  INSURANCE 

Steamship  companies’  liability  is 
limited  to  the  amount  specified  on  the 
steamship  contract  ticket ;  marine  in¬ 
surance  can,  however,  be  effected  at 
very  moderate  rates,  and  the  conditions 
are  so  favorable  that  it  is  surprising 
that  more  passengers  do  not  avail 
themselves  of  this  opportunity.  In¬ 
surance  can  be  effected  at  any  steam¬ 
ship  company’s  office.  Insurance 
against  burglary  can  also  be secured, 
and  many  insurance  companies  issue 
clothing  policies  which  cover  all  kinds 
of  contingencies. 

The  following  information  relating  to 
baggage  insurance  is  about  the  same  as  the 
regulations  of  all  other  companies,  and  may 
be  considered  as  typical: 

The  Company’s  liability  for  baggage  is 
strictly  limited,  but  arrangements  have  been 
made  whereby  passengers  can  have  same  in¬ 
sured  against  loss  by  sea  or  land,  including 
risk  of  fire,  breakage,  theft  or  pilferage,  from 
the  time  the  baggage  is  received  by  the  lines 
or  their  Agents  at  port  of  departure,  and  until 
delivery  at  destination.  Other  risks  can  also 
be  insured  against,  and  the  following  table 
of  premiums  payable  is  given  for  the  infor¬ 
mation  of  passengers  wishing  to  avail  of  this 
arrangement,  viz.: 


Rate  per  $100 

1.  $0.20  New  York  or  Boston,  to  any 
of  the  principal  Cities  or  Towns  in  the  United 
Kingdom. 

2.  $0.20  New  York  to  Cherbourg  or  Paris. 

3.  $0.32  Yi  New  York  or  Boston,  to  any 
of  the  principal  Continental  Cities,  via  United 
Kingdom. 

4.  $0.12  Paris  or  Berlin  to  United  King¬ 
dom  only. 

5.  $0.33  H  New  York  or  Boston,  to  Cairo, 
Alexandria,  Genoa  or  Naples. 

6.  $0.37  Vi  New  York  or  Boston,  to  Cairo, 
Alexandria,  Genoa,  Palermo  or  Naples  via 
United  Kingdom. 

7.  $0.16  2-3  Paris  or  Berlin  to  Genoa, 
Naples,  Alexandria  or  Cairo. 

Or  Vice  Versa  in  Every  Case. 

8.  $0.16  2-3  between  any  of  the  ports  of 
call  in  the  Mediterranean. 

In  addition  to  the  above,  Stamp  Duty  at 
the  rate  of  6  cents  per  $500  or  any  part  thereof 
must  be  charged  in  every  case. 

Crockery,  China,  Glass  and  Pictures  free  of 
breakage  unless  caused  by  the  vessel  being 
stranded,  sunk,  burnt,  on  fire  or  in  collision. 

The  Company  strongly  recommends  pas¬ 
sengers  to  insure  their  packages  whenever 
practicable,  as  in  the  event  of  loss  or  damage 
to  baggage,  the  companies  cannot  under  any 
circumstances  accept  any  liability  beyond  the 
amount  specified  on  their  steamer  contract 
ticket. 

Another  form  of  insurance,  known 
as  the  “Tourist  Floater,”  covers  the 
loss  or  theft  of  baggage  or  personal 
effects  in  transit  by  rail  or  water,  or 
loss  by  fire  while  in  any  ordinary 
repository,  i.  c.  dwelling,  hotel,  store¬ 
house,  railway  station,  etc. 

It  is  a  desirable  form  of  insurance 
owing  to  the  limited  liability  of  trans¬ 
portation  companies  as  expressed  on 
their  tickets  and  sustained  in  the 
courts.  RATES  TER  $100. 

For  1  Month  (or  part  thereof) 

U.  S.  and  Can.  $0.40  Foreign  $0.50 
For  2  Months  (or  part  thereof) 

U.  S.  and  Can.  $0.60  Foreign  $0.75 
For  ,3  Months  (or  part  thereof) 

U.  S.  and  Can.  $0.80  Foreign  $1.00 
For  6  Months  (or  part  thereof) 

IT.  S.  and  Can.  $1.40  Foreign  $1.75 
For  12  Months  (or  part  thereof) 

U.  S.  and  Can.  $2.00  Foreign  $2.50 

STORAGE  AND  FORWARDING 
OF  BAGGAGE 

It  is  possible  to  leave  the  steamer 
trunk  at  one  port  and  have  it  for¬ 
warded  to  another,  in  anticipation  of 
the  return  voyage.  Transportation 
charges  and  storage  must,  of  course, 
be  paid.  The  purser  or  baggagemaster 
on  the  vessel  will  give  full  information 
as  to  the  proper  method  to  pursue.  In 
case  the  traveler  is  to  sail  from  another 
port,  the  keys  of  the  trunks  must  be 
left  with  the  proper  officials.  Always 
write  to  the  office  of  the  steamship 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


93 


company  at  the  port  of  departure  when 
baggage  is  forwarded,  in  order  that 
the  baggage  may  be  gotten  out  of  stor¬ 
age,  and  so  that  it  may  be  placed  on 
the  _  vessel  without  loss  of  time. 
It  is  wise  to  ask  the  steamship 
company  to  acknowledge  the  receipt  of 
such  instructions,  as  nothing  is  worse 
than  to  have  a  trunk  miscarry  at  the 
wrong  time. 


CHECKING  OF  BAGGAGE  IN 
BOND 

The  principal  railroads  have  in¬ 
augurated  a  system  of  handling  bag¬ 
gage  in  bond  to  and  from  points  in 
Canada  and  Vancouver ;  also  to  San 
Francisco  for  immediate  shipment 
from  there  to  the  East.  Baggage  in¬ 
tended  for  immediate  exportation  to 


\MSH!P 


LONDON 


ALEXANDRIA  | 

Norddeufrscher  Llovd 


PASSENGERS  NAME. 


TO  SAIL 
STATEROOM  N?  BERTH 

FOR  BAGGAGE  ROOM 


Passenger, _ 

S.S._ _ .Date 

DESTINATION— 


TYPES  OF  BAGGAGE  LABELS 
The  Big  “B”  shows  how  Baggage  is  Marked  for  Gustom  Sorting 


94 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


these  points,  arriving  at  the  Port  of 
New  York,  is  forwarded  in  bond  and 
no  examination  is  therefore  necessary 
on  the  part  of  the  United  States  Cus¬ 
toms  officials.  Ordinarily,  under  this 
plan,  baggage  will  go  forward  on  the 
same  train  with  the  owner ;  no  charge 
is  made  for  the  service  except  for 
wagon  transfer  of  such  baggage  from 
the  company’s  piers  to  the  railroad 
station.  The  uniformed  agents  of  the 
railroads  meet  all  incoming  steamers 
and  will  make  all  arrangements  for  the 
checking  and  bonding  of  baggage  upon 
request. 

A  similar  system  is  in  operation  in 
Europe  for  the  transfer  of  baggage  be¬ 
tween  cities  having  Custom-house 
facilities. 

Baggage  may  be  forwarded  by  fast 
or  slow  freight.  Slow  freight  is  not 
recommended  as  it  takes  too  much 
time. 

Passengers  traveling  to  either  Cher¬ 
bourg  or  Hamburg,  and  whose  ultimate 
destination  is  London,  can  arrange 
with  the  baggagemaster  on  board 
steamer  to  have  their  surplus  baggage 
landed  at  Plymouth  for  the  purpose 
of  being  forwarded  by  the  local  Ply¬ 
mouth  agents,  for  storage.  Such  bag¬ 
gage  will  be  examined  by  the  Customs 
authorities  at  Plymouth,  and  duty,  if 
any,  charged  on  articles  subject  there¬ 
to,  viz.,  wines,  spirits,  perfumery,  to¬ 
bacco,  cigars,  cigarettes,  etc. 

STORAGE  CHARGES 

In  forwarding  baggage  all  incidental 
expenses,  including  customs  duty,  por¬ 
terage,  dock  dues,  cording,  are  payable 
by  the  passengers. 

Storage  rates  average  about  twenty- 
five  cents  per  month  for  each  piece 
not  exceeding  100  pounds.  This  rate 
does  not  always  cover  insurance  which 
should  be  arranged  for  specially.  Local 
transfer  charges  vary  in  different 
places,  but  average  about  twenty-five 
cents  for  each  piece. 

EXPRESS  RATES 

The  following  is  a  tariff  of  all  rates 
for  express  packages.  If  should  be  re¬ 
membered  that  rates  of  this  kind  are 
subject  to  change  without  notice,  and 
they  are  published  solely  in  the  inter¬ 
ests  of  the  traveler.  These  rates  may 
be  considered  to  be  maximum.  Thus 
we  find  another  company  offering  ship¬ 
pings  to  Italy  as  low  as  40  cents  a 
single  pound  to  Genoa,  00  cents  to 
Rome,  and  65  cents  to  other  railway 
stations.  Also  a  rate  of  30  cents  a 
pound  to  Paris  and  25  cents  a  pound 
for  shipments  to  London,  via  South- 


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*A11  towns  where  there  is  a  R.  R.  Station. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


95 


ampton.  The  rates  on  say  a  hundred 
pounds  do  not  vary  in  quite  the  same 
ratio.  It  is  believed  that  with  this 
tariff  of  rates  the  intending  traveler 
can  make  his  arrangements  as  to  ship¬ 
ping  packages  of  guide  books,  etc., 
rather  more  intelligently  than  without 
it.  Rates  to  South  Africa,  North 
Africa,  Asia,  India,  Japan,  Australia, 
the  West  Indies,  Porto  Rico,  Central 
America  and  South  America  are  not 
included,  as  these  rates  vary  so  radi¬ 
cally  that  it  is  impossible  to  get  any 
accurate  idea  of  what  the  shipment 
would  actually  cost  without  the  pub¬ 
lication  of  a  more  extensive  table 
than  space  will  permit. 

HAND  BAGGAGE,  ETC. 

If  possible  only  hand  baggage  should 
be  taken  by  the  traveler  on  the  Con¬ 
tinent,  as  in  many  countries  nothing 
will  be  carried  free  in  the  baggage 
vans,  as  is  the  case  with  Italy, 
Switzerland  and  Germany.  Austria 
and  Denmark  allow  55  pounds  free ; 
France  and  Spain  66  pounds  ;  Belgium 
and  Holland  55  pounds  on  through 
routes  only,  while  in  England  150 
pounds  on  each  first  class  ticket,  and 
100  pounds  on  third  class  tickets,  is 
allowed.  The  baggage  is  charged  by 
weight  where  nothing  is  allowed  and 
no  definite  rates  can  be  given.  A  re¬ 
ceipt  is  given  for  all  money  paid  for 
the  transportation  of  baggage  and  this 
corresponds  to  our  check. 

It  should  be  borne  in  mind  that  a 
passenger  cannot  claim  more  space  for 
his  hand-baggage  than  is  comprised  in 
the  space  under  his  seat,  or  in  the 
netting  overhead  ;  it  should,  therefore, 
be  condensed  as  much  as  possible.  As 
a  rule  the  seat  space  does  not  exceed 
22  inches  in  width.  On  the  mountain 
railways  there  are  frequently  no  racks 
for  hand-baggage.  If  possible,  the 
tourist  should  only  take  a  small  valise 
or  suitcase  that  he  can  carry  in  the 
hand.  It  should  he  of  simple  construc¬ 
tion,  so  that  it  can  be  opened  in  an 
instant  for  Customs  examination.  All 
baggage  should  be  marked  with  the 
owner’s  name  and  place  of  destination 
in  full,  and  fastened  with  case  locks. 
Padlocks  and  straps  are  objectionable, 
being  liable  to  damage  or  removal. 
Canvas  coverings  are  also  undesirable, 
their  removal  often  leading  to  the  loss 
of  the  package.  Jewelry  and  other 
valuables  should  not  be  placed  in  reg¬ 
istered  luggage. 

The  Rhine  is  very  shallow;  the  depth  at 
Cologne  is  only  10  feet. 


MISDESCRIPTION  OF  FURS 

Consul-General  John  L.  Griffiths  re¬ 
ports  that  the  London  Chamber  of 
Commerce,  through  its  fur  and  skin 
trades  section,  has  issued  a  note  of 
warning  to  furriers,  drapers  and 
others  throughout  the  United  King¬ 
dom  in  regard  to  common  “misde¬ 
scriptions”  of  furs. 

The  following  is  a  list  of  the  most 
common  misdescriptions  included  in 
the  list : 

“Real  Russian  sable” — American 

Stiblo 

“Sable” — fitch,  dyed. 

“Bear” — goats,  dyed. 

“Fox” — hare,  dyed. 

“Lamb  or  broadtail” — kids. 

“Mink,  sable,  or  skunk” — marmot, 
dyed. 

“Sable” — mink,  dyed. 

“Mink  or  sable” — musquash,  dyed. 

“Seal,”  "Electric  seal.”  “Red  River 
seal,”  and  “Hudson  seal” — musquash, 
pulled  and  dyed ;  or  nutria,  pulled  and 
dyed  ;  or  rabbit,  sheared  and  dyed. 

“Beaver  and  otter”— nutria,  pulled, 
natural. 

“Beaver” — opossum,  sheared  and 
dyed. 

“Seal” — otter,  pulled  and  dyed. 

“Sable  or  French  sable” — rabbit, 
dyed. 

“Ermine” — rabbit,  white. 

“Chinchilla” — rabbit,  white,  dyed. 

“Skunk” — wallaby,  dyed. 

“Fox” — white  hare. 

In  addition,  white  hairs  are  in¬ 
serted  in  foxes  and  sables  to  make 
“silver  foxes.”  The  secretary  of  the 
section  invites  purchasers  who  have 
doubt  about  the  genuineness  of  furs 
to  refer  to  the  Vigilance  Committee, 
which  is  ready  to  give  expert  opinion 
free  of  charge. 

SHIPMENT  OF  HOUSEHOLD 
GOODS  TO  AND  FROM  EUROPE 

An  ideal  wTay  to  ship  furniture, 
household  effects,  works  of  art,  etc., 
is  by  means  of  lift  furniture  vans, 
which  are  loaded,  locked  and  sealed  in 
the  presence  of  the  owner  of  the  goods. 
They  are  then  taken  to  the  steamship 
dock,  where  they  are  lifted  bodily  from 
the  wagon  truck  into  the  hold  of  the 
steamer,  and  are  not  opened  until  they 
reach  their  destination  abroad.  These 
vans  are  constructed  entirely  of  steel, 
and  are  moved  with  equal  facility  by 
road,  rail  or  sea.  The  charges  are  in¬ 
clusive  from  door  to  door,  with  or 
without  insurance. 


PART  II 


THE  VOYAGE 


It  is  a  good  rule  to  always  be  at 
the  dock  a  full  hour  before  the  adver¬ 
tised  time  of  sailing.  This  will  enable 
you  to  look  after  your  baggage  and 
see  that  the  smaller  articles  of  baggage 
are  placed  in  the  stateroom.  The 
stewards  will  usually,  on  request,  lock 
the  stateroom  to  prevent  the  possible 
theft  of  hand-baggage,  rugs,  umbrellas, 
etc.  The  company  assumes  no  re¬ 
sponsibility  for  loose  baggage  unless 
placed  in  the  hands  of  the  baggage- 
master.  Visitors  from  other  cities 
should  aim  to  reach  New  York  the 
day  before  sailing,  and  the  same  re¬ 
marks  apply  to  those  who  sail  from 
Philadelphia,  Boston,  etc.  It  is  very 
essential  that  ample  time  be  allowed 
to  transfer  baggage  from  railroad  sta¬ 
tions  to  the  pier.  After  a  reasonable 
time  has  been  allowed  for  the  express 
company  to  make  the  transfer,  the  pier 
should  be  called  up  and  the  baggage- 
master  should  be  inquired  for,  then 
make  your  inquiries  as  to  whether  the 
baggage  has  been  received,  specify  the 
number  of  pieces,  and  the  style,  as 
“steamer  trunk,”  “Saratoga  trunk,” 
etc.  In  case  of  non-receipt,  call  up 
the  express  company  and  have  the 
matter  traced  at  once.  If  visitors  are 
stopping  at  a  hotel  or  private  house 
where  all  the  baggage  is  collected,  a 
cab  should  be  taken  to  the  pier.  Allow 
ample  time  not  only  for  the  run.  but 
for  waiting  at  the  pier,  as  there  will 
be  many  carriages  on  the  day  of  sail¬ 
ing.  When  the  vehicle  comes  near  to 
the  gang-plank  the  passengers  should 
alight  and  the  baggagemaster  should 
be  asked  to  put  the  steamer  trunk  and 
hand-baggage  in  the  stateroom.  Stew¬ 
ards  are  on  hand  to  make  the  transfer. 
Trunks  which  are  not  wanted  at  all 
during  the  voyage  should  have  a  “hold” 
label  or  label  which  says,  “not 
wanted.”  Trunks  which  may  be 
needed  during  the  voyage  should  have 
a  “wanted”  label  attached  :  they  will 
then  be  put  in  a  place  where  access 
can  be  had  at  any  time  during  the 
voyage  upon  proper  notice  to  the 
purser,  or  other  official  in  charge.  The 


baggage  having  been  disposed  of,  the 
visitor  should  buy  such  reading  matter 
as  will  be  needed  from  the  newsstand 
and  then  the  stateroom  should  be 
sought.  If  the  stewards  lock  up  the 
baggage  there  will  be  less  anxiety 
than  if  the  stateroom  is  left  open. 
The  passenger  should  then  repair  to 
the  deck  to  meet  his  friends.  In  the 
height  of  the  season  and  on  a  large 
steamer,  it  is  sometimes  wise  to  ask 
your  friends  to  meet  you  in  some  fore¬ 
ordained  place,  such  as  the  music- 
room,  the  lounge,  the  main  saloon,  the 
main  deck,  or  near  the  purser’s  office. 

Lists  of  passengers  in  printed  form 
can  be  obtained  at  the  purser’s  office, 
chief  steward’s  office,  or  in  the  saloon 
before  leaving.  It  should  be  remem¬ 
bered  that  many  persons  engage 
passage  a  few  hours  prior  to  sailing, 
so  that  the  steamer  lists  are  only  ac¬ 
curate  in  a  general  way.  There  are 
usually  enough  steamer  lists  so  that 
visitors  can  take  one  away  with  them. 
The  seating  at  table  is  referred  to 
elsewhere,  also  steamer  chairs. 

Ocean  steamers  sail  promptly  un¬ 
less  they  are  held  back  by  some  un¬ 
foreseen  circumstance,  such  as  fog. 
After  bidding  good-bye  to  friends  it 
is  interesting  to  stay  on  deck  until 
the  vessel  warps  out  and  she  turns  her 
bow  seaward  in  midstream.  The  trin 
down  the  bay  is,  of  course,  always  in¬ 
teresting  even  to  New  Yorkers.  Ellis 
Island,  the  Statue  of  Liberty,  Staten 
Island,  and  Coney  Island,  are  all  soon 
left  behind.  In  the  meantime  the 
sailors  have  been  getting  out  the  sea 
ladder  for  the  pilot’s  descent ;  at  last 
the  steamer  is  abaft  the  pilot  boat  with 
its  yellow  funnel  looking  not  unlike  a 
private  yacht.  A  rowboat  is  put  off 
from  the  steam  pilot  boat  and  the 
sailors  throw  the  rowers  the  rope  and 
the  boat  is  trailed  alongside  and 
brought  underneath  the  sea  ladder. 
There  is  a  sharp  clank-clank  in  the 
engine-room  of  the  signals  and  the 
machinery  stops,  while  the  pilot  with 
his  little  bag  of  mail  shakes  hands 
with  the  captain  and  disappears  over 


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97 


the  rail.  lie  reaches  the  rowboat,  the 
rope  is  cast  off,  and  as  soon  as  it  is 
a  safe  distance  from  the  ship,  clank- 
clank  goes  the  engine  signal  from  the 
bridge,  and  the  machinery  is  not  usu¬ 
ally  stopped  again  until  a  foreign 
port  is  reached.  The  dropping  of  the 
pilot  is  the  last  bit  of  excitement  which 
the  passenger  is  apt  to  have  unless 
another  vessel  is  sighted  during  the 
trip,  or  a  possible  whale,  or  in  ex¬ 
treme  cases,  an  iceberg  ;  gulls  and  por¬ 
poises  can  be  seen  almost  daily  during 


PASSENGERS’  QUARTERS 

The  ventilation  in  modern  ships  is 
practically  perfect,  and  inside  rooms 
are  liked  by  many  travelers  who  pre¬ 
fer  those  rooms  which  are  apt  to  be 
very  much  warmer  in  winter,  and  also 
by  those  who  do  not  like  to  be  re¬ 
minded  of  the  sea  and  the  motion  of 
the  vessel.  The  inside  rooms  are  usu¬ 
ally  by  far  the  cheapest,  and  those 
wishing  to  make  the  trip  as  economi¬ 
cally  as  possible  can  secure  accommo- 


SPACIOUS  COMPANIONWAY  OF  THE 


the  trip.  The  sight  of  a  whale  is  not 
so  unusual  at  sea  as  a  passenger  may 
think  ;  he  may  see  two  for  each  five 
voyages.  This  is  based  on  the  ex¬ 
perience  of  the  writer.  The  next  point 
of  land  which  will  be  seen  will  usually 
be  the  coast  of  Ireland  or  the  Scilly 
Islands,  and  the  passenger  is  now  free 
to  enjoy  the  good  cheer  and  the  amuse¬ 
ments  which  the  ship  affords.  With 
the  wireless  the  traveler  does  not  feel 
so  entirely  cut  off  from  the  world  as 
in  former  years  when  the  only  news 
of  any  descrintion  which  could  be  re¬ 
ceived  was  when  another  vessel  was 
met  somewhere  in  the  great  ocean  lane. 


“  LUSITANIA  ’’—SHOWING  ELEVATORS 


dations  in  such  rooms  to  advantage. 
It  must  not  be  supposed  that  because 
a  room  has  a  port-hole,  this  port¬ 
hole  can  be  kept  open  at  all  times ; 
they  are  usually  closed  by  the  stewards 
at  night  except  in  very  fair  weather, 
as  a  change  in  the  course  of  the  ves¬ 
sel  might  result  in  the  shipping  of 
water  to  a  considerable  extent  which 
might  damage  the  personal  property 
of  the  occupant  of  the  room  and  might 
even  endanger  the  safety  of  the  ship 
provided  there  were  a  number  of  port¬ 
holes  open  at  one  time.  Rooms  on  the 
promenade  decks  usually  have  win¬ 
dows  opening  out  on  the  deck  which 


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may  be  kept  open  at  all  times  except 
when  heavy  seas  are  being  shipped 
and  spray  is  apt  to  enter  the  rooms. 
The  vessels  are  heated  either  by  steam 
or  electricity.  Electric  heating  is  very 
insidious,  the  heat  appears  to  be  given 
out  very  slowly,  but  as  soon  as  the 
heater  has  reached  its  maxim,  the  heat 
is  intense,  and  care  must  be  exercised 
that  nothing  in  the  way  of  clothing 
should  be  placed  on  or  near  the  heater. 
The  writer  knows  of  one  sea  captain 
who  went  to  sleep  with  his  feet  on  the 


stewards  bring  around  hot  water  haif 
an  hour  before  dinner  time.  On  many 
lines  a  bugle  call  is  sounded  half  an 
hour  before  each  meal,  giving  a  chance 
to  make  any  necessary  changes  in 
clothing.  Where  it  is  necessary  to 
have  two  seatings  at  the  table,  the 
room  steward  will  wake  up  the  pas¬ 
sengers  who  eat  at  the  first  table  in 
ample  time.  On  retiring,  the  door 
should  be  fastened  slightly  open  with 
the  aid  of  the  hooks  which  are  pro¬ 
vided.  One  of  the  first  things  which 


AT  HOME  IN  A  LUXURIOUS  STATEROOM 
With  French  prints  on  the  walls  and  all  the  Service  that  a  First-Class  Hotel  Affords 


innocent  radiator  in  his  chart  room. 
The  subordinate  officers  walked  the 
bridge  for  two  weeks.  Electric  curl¬ 
ing  irons,  bed-warmers,  and  electric 
warmers  for  milk  for  children  are  pro¬ 
vided  on  some  lines.  Electric  light 
will  be  found  on  all  trans- Atlantic 
steamers,  and  the  rooms  are  ade¬ 
quately  lighted.  Electric  bells  serve 
to  call  the  stewards  and  stewardesses, 
and  on  many  steamers  telephones  are 
also  installed,  which  enables  the  pas¬ 
senger  to  make  known  his  wants  at 
once.  Frfesh  water  is  provided  for 
washing,  also  soap,  a  new  cake  being 
provided  for  each  passenger,  each 
trip.  There  are  plenty  of  towels,  and 
warm  water  for  washing  and  shaving 
is  provided  on  request,  and  usually 


a  sailor  learns  when  he  goes  to  sea 
is  not  to  be  locked  up  in  a  room  while 
afloat,  and  passengers  may  well  note 
this.  In  case  of  a  collision,  or  other 
emergency,  it  might  prove  very  dan¬ 
gerous  if  the  passenger’s  door"  could 
not  be  opened  immediately.  All  sur¬ 
plus  money,  valuables,  etc.,  should  be 
left  with  a  purser,  who  will  receipt 
for  same.  The  passageways  are  con¬ 
stantly  patrolled  at  night,  but  cases 
of  theft,  while  not  common,  do  occur. 
On  the  whole,  considering  the  number 
of  passengers  carried,  the  personal 
property  of  voyagers  is  safer  than  m 
hotels  on  land. 

First  class  passengers  are  not  al¬ 
lowed  to  enter  second  or  third  class 
compartments,  and  vice  versa,  as  com- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


99 


plications  might  arise  under  the  quar¬ 
antine  regulations.  Visits  to  the 
steerage  can  only  be  made  by  special 
permission.  The  modern  steerage  is 
.an  entirely  different  place  from  that 
which  fiction  has  penned,  and  on  a 
modern  liner  it  need  not  offend  any¬ 
one. 

On  some  of  the  newer  German 
ships,  the  inside  staterooms  have  an 
opening  on  a  narrow  passageway  about 
a  foot  and  a  half  wide,  which  is  closed 
at  the  passageway  by  an  iron  gate. 
This  narrow  opening  affords  abundance 


it  safely.  Many,  however,  find  the 
ladder  unnecessary  and  ask  for  its  re¬ 
moval. 

Life  preservers  will  be  found  in 
every  stateroom.  Illustrations  show¬ 
ing  the  method  of  putting  on  the  life 
preservers  will  be  found  in  the  state¬ 
rooms  or  in  the  passageways.  It  is 
only  necessary  to  put  on  the  life  pre¬ 
server  in  cases  of  very  grave  peril. 

When  the  ship  is  roiling  very  badly, 
steamer  trunks,  satchels,  etc.,  should 
be  lashed  to  the  berth  supports  or  the 
sofa  supports,  to  prevent  them  injur- 


A  GYMNASIUM 

Is  Found  on  the  Latest  Liners  Equipped  with  Swedish  Gymnastic  machines  of  the  Latest 
Type.  It  is  open  to  Men  and  Women  Alike 


of  light  and  air  and  is  an  ideal  way 
for  constructing  a  steamer. 

On  reaching  a  vessel,  if  you  have  a 
berth  and  a  stateroom  with  another 
person,  seek  them  out  at  the  earliest 
possible  opportunity  and  exchange 
cards.  Occupants  of  the  same  room 
should  practice  much  mutual  for¬ 
bearance  in  the  disposal  of  their  per¬ 
sonal  effects  ;  it  should  be  remembered 
at  best  that  the  accommodations  are 
very  much  cramped. 

A  ladder  is  provided  to  enable  the 
occupant  of  the  upper  berth  to  reach 


ing  the  passenger.  The  steward  will 
attend  to  this  matter. 

Passengers  should  avoid  loud  speak¬ 
ing  in  the  corridors  and  staterooms 
during  the  night-time,  as  this  is  apt 
to  keep  other  passengers  awake.  It 
is  to  the  mutual  interest  of  all  con¬ 
cerned  that  the  ship  should  be  kept  as 
quiet  as  possible  at  night,  and  the 
stewards  are  specially  charged  to  see 
that  this  quiet  is  maintained.  On 
some  lines  promenading  on  the  upper 
decks  is  not  permitted  after  a  certain 
hour. 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Avoid  asking  the  officers  questions 
about  the  navigation  of  the  ship ;  re¬ 
member  that  they  have  had  to  answer 
these  questions  many  thousands  of 
times,  and  eventually  this  becomes 
wearisome  even  to  the  most  good- 
natured  officers.  The  information 
contained  in  this  book  ought  to  be 
sufficient  for  the  average  traveler. 

Passengers  should  under  no  circum¬ 
stances  attempt  to  visit  the  navigating 
bridge  while  the  vessel  is  under  way, 


THE  PURSER’S  SAFE  DEPOSIT  VAULT 


as  this  is  absolutely  against  the  rules 
and  interferes  with  the  work  of  the 
officers,  who  are  responsible  for  the 
safety  of  the  ship. 


VALUABLES 


Steamship  companies  are  not  re¬ 
sponsible  for  money,  jewels,  or  other 
valuables  of  passengers.  They  should 
not  he  kept  in  the  staterooms,  but 
should  be  given  to  the  purser  for 
safe-keeping  in  the  safe  which  is  pro¬ 
vided  ;  he  will  receipt  for  same.  On 
some  vessels  safe  deposit  vaults  are 


provided,  thus  giving  the  passengers 
the  same  protection  that  they  would 
have  at  the  bank  or  safe  deposit  com¬ 
pany  at  home.  It  should  be  remem¬ 
bered,  however,  that  the  company  ac¬ 
cepts  no  responsibility  for  loss  or  dam¬ 
age,  however  arising.  The  passengers 
can  protect  themselves  by  insurance, 
which  see  under  “Baggage.” 

SEATS  AT  TABLE 

Application  should  be  made  to  the 
chief  steward  on  boarding  the  steamer 
for  seats  at  table.  The  chief  steward 
assigns  all  seats  at  table.  Where  a 
number  of  persons  are  sailing  on  the 


same  vessel  and  wish  to  be  placed  to¬ 
gether,  this  fact,  together  with  the 
names,  should  be  sent  to  the  company 
a  day  or  so  in  advance  of  sailing,  and 
the  necessary  arrangements  will  be 
made. 

Room  stewards  will  arrange  with 
bath  stewards  for  reservation  of  a 
bath-room  for  a  certain  hour.  Dur¬ 
ing  the  busy  traveling  season  it  is  wise 
to  write  ahead  for  such  accommoda¬ 
tions. 

The  annexed  diagram  indicates  the 
seating  arrangements  on  a  typical 
liner.  It  shows  that  some  of  the  ta¬ 
bles  have  accommodations  for  two, 
while  some  of  the  tables  accommodate 
ten  people.  Of  course  the  arrange¬ 
ment  varies  on  every  steamer,  but  it 
gives  an  idea  of  what  may  be  expected 
on  an  average  liner. 


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101 


STEAMER  CHAIRS. 

A  deck  or  steamer  chair  is  abso¬ 
lutely  essential  to  comfort.  Appli¬ 
cations  for  steamer  chairs  should  be 
made  to  the  deck  steward,  who  will 
issue  a  receipt  for  the  amount,  which 
is  $1.00  for  a  trans-Atlantic  voy¬ 
age.  Travelers  will  find  it  entirely 
unnecessary  to  take  along  their  own 
steamer  chairs,  which  will  only  prove 
a  source  of  annoyance  and  expense. 
The  very  wealthiest  travelers  no  longer 
carry  their  own  steamer  chairs.  In 
the  height  of  the  season  it  is  wise  to 


however,  be  placed  on  electric  radia¬ 
tors,  as  this  is  apt  to  char  them. 

In  making  the  eastward  trip,  the 
steamer  chair  should  be  nlaced  on  the 
south  side  of  the  deck  in  as  shady  a 
spot  as  possible.  It  is  not  considered 
etiquette  of  the  sea  to  move  the  posi¬ 
tion  of  a  steamer  chair  when  once  se¬ 
lected.  Be  sure  your  name  is  placed 
on  the  chair  in  some  conspicuous  po¬ 
sition,  either  by  a  tag  or  otherwise. 

A  pillow  for  the  steamer  chair  is  a 
luxury  which  can  be  readily  provided. 
It  should  be  supplied  with  ribbons  or 
tapes  so  that  it  can  be  fastened  to  the 
back  of  the  chair.  Pillows  should  be 


ATTENTIVE  STEWARDS 

Bring  Soup  and  Tea  to  those  who  Desire  it  and  Meals  to  the  Ailing 


write  for  a  steamer  chair  two  or  three 
days  in  advance  of  sailing,  as  this  will 
insure  proper  attention.  The  chair 
should  be  placed  on  the  windward  side 
of  the  vessel.  Chairs  are  paid  for  when 
assigned.  A  deck  steward  will  ask  per¬ 
sons  to  vacate  the  chairs  after  they 
have  been  rented  on  request  of  the  pas¬ 
senger  renting  the  same.  At  least  one 
heavy  woolen  steamer  rug  should  be 
provided  for  each  passenger.  These 
rugs  are  very  apt  to  become  wet  with 
the  spray  and  should  be  taken  to  the 
stateroom  at  night.  They  should  not, 


small  enough  to  be  used  as  a  head¬ 
rest.  Other  pillows  for  the  bottom  of 
the  steamer  chair  can  be  provided. 
They  can  be  readily  left  in  the  steamer 
trunk  to  await  the  return  travel. 

PACKAGES  DELIVERED  ON 
STEAMER 

Baskets  of  fruit,  boxes  of  books,  as 
supplied  by  Brentano’s,  should  reach 
the  steamer  in  ample  time  before  sail¬ 
ing — if  possible  the  day  before. 
Flowers  should  reach  the  steamer  an 
hour  before  sailing.  Florists  are  used 


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to  this  kind  of  trade  and  make  all  the 
arrangements  with  almost  unerring 
success.  Passengers  can  have  flowers 
kept  in  cold  storage  until  ship  ar¬ 
rives.  Liquors  should  not  be  sent  as 
presents,  as  it  is  forbidden  for  pas¬ 
sengers  to  supply  their  own  liquors. 
The  stateroom  number  should  be  put 
on  all  package  labels. 

CHANGE  OF  TIME 

At  sea  the  ship’s  time  changes  daily, 
and  the  clocks  which  are  usually  found 
in  the  companionways  are  corrected. 
Travelers’  watches  should  be  set  ac¬ 
cordingly  as  the  hours  of  meals,  etc., 
are  dependent  entirely  upon  these 
clocks. 


TIME  AND  WATCH  ON  BOARD  SHIP. 


Watch.  For  purposes  of  discipline,  and 
to  divide  the  work  fairly,  the  crew  is  mus¬ 
tered  in  two  divisions;  the  Starboard  (rip-lit 
side,  looking  forward)  and  the  Port  (left). 
The  day  commences  at  noon,  and  is  thus 


divided: — 

Afternoon  Watch 

First  Dog 

Second  Dog  “ 

First 

Middle 

Morning 

Forenoon 


noon  to  4  p.  m. 

4  p.m.  to  6  p.m. 

6  p.m.  to  8  p.m. 

8  p.m.  to  midnight. 
12  p.m.  to  4  a. m. 

4  a. m.  to  8  a.m. 

8  a.m.  to  noon. 


This  makes  seven  Watches,  which  enables 
the  crew  to  keep  them  alternatively,  as  the 
Watch  which  is  on  duty  in  the  forenoon  one 
day  has  the  afternoon  next  day,  and  the  men 
who  have  only  four  hours'  rest  one  night  have 
eight  hours  the  next.  This  is  the  reason  for 
having  Dog  Watches,  which  are  made  by  di¬ 
viding  the  hours  between  4  p.m.  and  8  p.m. 
into  two  Watches. 


Time — Time  is  kept  by  means  of  “Bells,” 
although  there  is  but  one  bell  on  the  ship,  and 
to  strike  the  clapper  properly  against  the 
bell  requires  some  skill. 

First,  two  strokes  of  the  clapper  at  the  in¬ 
terval  of  a  second,  then  an  interval  of  two 
seconds;  then  twTo  more  strokes  with  a  sec¬ 
ond’s  interval  apart,  then  a  rest  of  two  sec¬ 
onds,  thus; — 

Bell,  one  second;  B.,  two  secs.;  B.  s.; 

B.  ss.;  B.  s.;  B.  ss.;  B. 

1.  Bell  is  struck  at  12.30,  and  again  at  4.30 
6.30,  8.30  p.m.;  12.30,  4.30,  and  8.30  a.m. 

2  Bells  at  1  (struck  with  an  interval  of  a 
second  between  each — B.  s.  B.),  the  same 
again  at  5,  7,  and  9  p.m.;  1,  5,  and  9  a.m. 

3  Bells  at  1.30  (B.  s,  B.  ss,  B.)  5.30,  7.30, 
and  9.30  p.m.;  1.30,  5.30,  and  9.30  a.m. 

4  Bells  at  2  (B.  s,  B.  ss,  B.  s,  B.)  6  and  10 
p.m.;  2,  6,  and  10  a.m. 

5  Bells  at  2.30  (B.  s,  B.  ss,  B.  s,  B.  ss,  B.) 
and  10.30  p.m.;  2.30,  6.30,  and  10.30  a.m. 

6  Bells  at  3  (B.  s,  B.  ss,  B.  s,  B.  ss,  B.  s,  B.) 
and  11  p.m.;  3,  7,  and  11  a.m. 

7  Bells  at  3.30  (B.  s,  B.  ss,  B.  s,  B.  ss,  B.  s, 
B.  ss,  B)  and  11.30  p.m.;  3.30,  7.30,  and 
11.30  a.m. 

8  Bells  (B.  s,  B.  ss,  B.  s,  B.  ss,  B.  s,  B.  ss,. 
B.  s,  B.)  every  4  hours,  at  noon,  at  4  p.m. 
8  p.m.,  midnight,  4  a.m.,  and  8  a.m. 


MEAL  HOURS  AT  SEA 

The  hours  for  meals  at  sea  vary 
with  the  line  and  vessel.  Breakfast  is 
usually  served  at  from  eight  to  nine 
o’clock ;  luncheon,  from  one  to  two 
o’clock,  and  dinner  at  seven  P.  M. 
Where  there  is  a  second  seating  these 
hours  are  apt  to  vary.  Times  for 
meals  are  usually  posted  in  the  state¬ 
rooms  or  the  stewards  will  be  glad  to 
inform  the  passengers.  Bouillon  and 
crackers  are  served  on  deck  and  in  the 
companionways,  and  tea  is  served  at 


Notice  that,  Clock  will  be  set  For¬ 
ward  or  Backward 


four  o’clock.  On  some  lines  it  is  pos¬ 
sible  to  get  a  supper  at  nine  o'clock 
in  the  evening,  and  on  other  lines 
there  is  a  buffet  supper  in  the  smoking 
room  in  the  evening,  which  is  apt  to 
be  elaborate.  Passengers  hungry  at 
any  time  can  always  obtain  something 
on  application  to  the  steward ;  no  one 
need  ever  go  hungry  at  sea.  The  sea 
air  is  so  invigorating  that  the  steam¬ 
ship  companies  expect  to  furnish  very 
full  meals,  except  for  those  who  are 
physically  incapacitated  on  account  of 
seasickness. 


The  Cunard  Steamship  Company  have 
decided  to  eliminate  Queenstown  altogether 
as  a  port  of  call  for  their  eastbound  mail  ships. 
The  slower  liners  "Caronia”  and  “Carmania” 
will  call  at  Queenstown  on  both  their  east  and 
westbound  trips  in  the  summer.  By  the 
saving  of  time  in  dropping  Queenstown,  it 
is  expected  that  passengers  from  the  "Maure¬ 
tania”  and  “  Lusitania”  will  reach  London  on 
Monday  in  time  to  connect  with  the  nine 
o’clock  mail  train  via  Dover-Calais,  which 
will  land  them  in  Paris  at  5.50  a.  m.  Tuesday 
morning.  This  will  land  passengers  in  Paris 
from  eighteen  to  twenty-four  hours  earlier 
than  by  the  present  Cherbourg  service. 
Special  carriages  for  passengers  to  the  Conti¬ 
nent  via  the  Great  Western  Railway  will  be 
slipped  at  Reading,  thus  cutting  out  London  on 
the  trip  to  Dover. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


103 


CULINARY  DEPARTMENT 


The  Galley’s  Best  Advertisement 


Iii  former  years  the  supply  of  salted 
meat,  hardtack,  etc.,  for  the  equip¬ 
ment  of  the  steamer  formed  the  most 
essential  part  of  the  catering,  which 
was  occasionally  improved  by  carry¬ 
ing  cattle  on  the  hoof,  and  the  victual¬ 
ing  and  culinary  arrangements  closely 
connected  therewith,  belonging  to  the 
most  important  department  of  the 
modern  passenger  vessel,  have  been 
considerably  improved  and  changed 
during  the  last  twenty  years,  owing  to 
great  advancement  in  the  art  of  cold 
storage.  These  improvements  and 
changes  have  attained  a  degree  of  per¬ 
fection  which  is  not  excelled  in  the 
first-class  hotels  in  even  the  largest 
cities.  The  improvement  made  even  in 
the  catering  for  the  steerage  passen¬ 
gers  during  the  last  two  decades  plays 
an  important  part  in  the  kitchen  ar¬ 
rangements.  The  competition  of  the 
steamship  lines,  as  well  as  govern¬ 
mental  regulations,  have  both  been  ef¬ 
fective. 

The  arrangements  which  have  had 
to  be  made  by  the  kitchen  and  bakery, 
owing  to  this  great  advancement,  have 
given  rise  to  the  adoption  of  arrange¬ 
ments  which  are  totally  different  from 
those  formerly  used.  The  modern 
bakeries,  situated  between-decks,  bake 
delicious  bread  and  rolls  of  all  kinds, 
while  the  bakeries  of  the  pastry  cooks 
and  confectioners  are  famous.  A 
steward  of  one  of  the  large  trans- 
Atlantic  liners  told  the  writer  that  the 
allowance  for  food  for  each  first  class 
passenger  was  $2.50  a  day,  without 
counting  fuel,  cooking,  or  any  charge 
for  service.  On  one  of  the  large  coast¬ 


wise  lines,  the  boast  of  the  manager 
of  the  line  was  that  the  food  for  the 
first  class  passengers  cost  only  67 
cents  a  day  per  passenger.  From  this 
it  will  be  seen  that  there  is  every  de¬ 
sire  to  be  liberal  as  regards  the  table 
of  the  first  class.  The  table  of  the 
second  class  is  equally  good,  consid¬ 
ering  the  passage  money  paid,  and  is 
far  better  in  every  way  than  will  be 
found  in  the  ordinary  country  hotel. 
The  food  is  better  cooked  and  better 
served,  and  there  are  apt  to  be  fully  as 
many  fresh  vegetables. 

The  necessity  of  catering  for  1,000 
or  1,200  first  and  second  class  passen¬ 
gers  on  the  modern  express  steamers 


Poultry  from  the  Cold  Storage  Room  is 
Always  in  Good  Condition 


presents  conditions  which  are  paral¬ 
leled  only  by  the  most  luxurious  hotel. 
About  twenty  kinds  of  warm  dishes, 
besides  hot  beverages,  must,  as  a  rule, 
be  prepared  for  breakfast  on  the  mod¬ 
ern  passenger  steamer.  The  luncheon 
comprises,  in  addition  to  the  introduc¬ 
tory  course  and  salads,  which  latter 
are  prepared  daily  and  in  a  large  num¬ 
ber  of  different  ways,  three  or  four 
different  soups,  and  eleven  or  twelve 
warm  dishes,  besides  four  or  five  dif- 


104 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Jerent  vegetables  and  au  ample  supply 
of  cold  dishes.  The  dinners  on  some 
of  the  ships  consist  of  ten  or  twelve 
courses. 

The  culinary  apparatus  used  on  the 
modern  steamers  comprise  steam  boil¬ 
ing  apparatus  for  boiling  vegetables, 
as  potatoes,  kitchen  ranges  of  the 
most  modern  construction  and  ample 
facilities  for  grilling.  The  mechanical 
equipment  is  very  considerable,  con¬ 
sisting  of  coffee  mills,  spice  grating 
machines,  cream  whipping  machines, 
mayonnaise  mixers,  meat  mincing  ma¬ 
chines,  knife  cleaning  and  sharpening 
machines,  and  buffing  heads  for  polish¬ 
ing  silver,  as  well  as  the  dish  washers. 
All  of  these  are  actuated  by  electricity. 
So  perfect  is  the  ventilation  that  there 


rooms  in  which  the  supplies  are 
issued,  also  the  wine  vault  and  the 
cold  storage  rooms  for  meat  and  poul¬ 
try. 

All  passenger  steamers  are  now 
equipped  with  refrigerating  machines, 
by  which  not  only  the  saloon  passen¬ 
gers,  but  also  the  steerage  passengers, 
can  be  supplied  with  fresh  meat  daily, 
as  well  as  fish,  fresh  vegetables,  butter 
and  beverages  which  must  be  kept 
cold.  The  cost  of  provisions  two 
years  ago  for  one  line  was  four 
million  dollars  for  one  year. 

A  vast  number  of  employees  are 
necessary  for  preparing  and  serving 
the  meals  for  the  first  class  passen¬ 
gers  alone.  The  entire  management 
for  the  saloon  is  under  the  control  of 


*  1 

'  j  j 

THE  GALLEY 

With  their  Steam  Cookers  the  Galleys  are  kept  Scrupulously  Clean 


is  absolutely  no  odor  of  any  descrip¬ 
tion  in  the  first  class  saloon. 

Adjoining  the  kitchen  are  the  pan- 
tries,  where  the  warm  beverages  are 
prepared.  Here  will  also  be  found  the 
ingeniously  constructed  mechanical  ap¬ 
paratus  for  boiling  eggs,  which  raise 
the  eggs  out  of  the  hot  water  in  ex¬ 
actly  the  number  of  minutes  required. 
Here  are  also  the  great  plate  jwarmers 
and  refrigerators  necessary  t*  supply 
the  vast  number  of  hungry  passengers. 
The  issue  room  and  storeroom  are 
closely  connected  writh  the  kitchen  and 
pantry.  The  issue  room  provides  for 
the  daily  supply  and  resembles  a  large 
grocery  store.  Below  are  the  store- 


the  chief  steward  and  his  assistants. 
The  work  schedule  of  stewards  is  so 
arranged  that  you  never  have  the  same 
room  and  table  steward. 

The  training  of  the  kitchen  person¬ 
nel  is  most  important,  and  one  line 
has,  for  a  period  of  fifteen  years,  been 
sending  its  head  cooks  to  the  European 
capitals  and  to  New  York  for  pur¬ 
poses  of  special  study  in  the  first-class 
hotels,  in  order  to  suit  the  taste  of 
every  passenger. 

Within  a  year  or  two  it  has  been 
possible  to  carry  living  fresh  fish,  and 
also  to  dress  the  same  at  any  time 
during  the  passage.  One  is  amazed 
when  the  fresh  fish  tanks  on  the  awn- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


105 


ing  deck  are  seen  for  the’  first  time. 
Here  carp,  pike,  trout,  etc.,  may  be 
found  contentedly  swimming  around 
in  the  tank.  When  they  are  needed 
the  cooks  take  them  out  of  the  water 
with  nets  and  they  are  taken  down  to 
the  galley.  On  one  line  engaged  in 
trans-Atlantic  traffic  there  is  a  kitchen 
garden  with  strawberries,  etc.,  in  pots, 
which  permits  of  hothouse  delicacies 
being  served  en  route. 


own  selections,  suggestions  are  often 
made  in  the  form  of  small  menu  cards 
which  will  be  served  on  request.  On 
some  lines,  special  menu  cards  are 
printed  for  little  dinners  given  by 
parties,  and  we  give  an  example  of 
such  a  dinner. 

Tomatoes  San  Francisco 
Consomme  Theodora 
Boiled  Sole,  Sauce  Muscovite 
Filet  of  Beef  St.  Florentine 


THE  PANTRY 

Everything  Possible  is  Hung  Up  to  Avoid  Breakage 


The  price  paid  for  ocean  passage 
may  at  times  seem  high,  but  it  should 
be  remembered  that  everything  must 
be  carried  on  the  steamer,  even  to  a 
glass  of  water.  This  necessitates,  of 
course,  great  expense,  for  the  weight 
of  everything  must  be  considered  as 
freight. 

On  some  lines  the  meals  are  a  la 
carte,  on  other  lines  the  dinner  at 
least  is  served  like  a  table  d’hote 
dinner.  For  the  convenience  of  pas¬ 
sengers  who  do  not  wish  to  make  their 


Philadelphia  Capon  Lettuce  Salad 
Tutti  Frutti  Ice  Cream  Anis  Pastry 

The  following  is  a  bill  of  fare  on 
one  of  the  English  lines,  the  meal  be¬ 
ing  dinner.  It  will  be  seen  that  almost 
all  tastes  can  be  gratified. 

Blue  Points 

Lax  on  Toast  Radishes 

Green  Turtle 
Pot  age  Bloum 
Halibut,  Shrimp  Sauce 
Noisettes  of  Veal,  Milanaise 
Broiled  Squabs  on  Toast 


100 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Sirloin  of  Beef,  Potato  Croquettes 
Haunch  of  Mutton,  Currant  Jelly 
Duckling,  Apple  Sauce 
Brussels  Sprouts  Carrots  &  Turnips 
Boiled  Rice 

Boiled  &  Souffle  Potatoes 
Partridge,  Crumbs,  Bread  Sauce 
Cold  Cumberland  Ham 
Salad 

Pudding  au  Citron 
Apricots,  Conde 
Madeleines 
French  Ice  Cream 
Cod  Roe 


I. 

Ilors  d’oeuvres  a  la  Suedoise 
Chervil  Soup  with  Dumplings 
Fried  Sole,  Sauce  Tartare 
Roast  Hare  it  l’Allemande 
French  Pullet 
Compot  Salad 

Ice  Cream  Panache 

II. 

Consomme,  Vermicelli 
Blue  Tench,  Butter,  Horseradish 
Tournedos,  Mushrooms 
Glazed  Sweetbreads  a  la  Trianon 


THE  GALLEY 

Is  where  Delicious  Food  is  Prepared  by  Experienced  Chefs  for  the  Cabin  Passengers 


Here  is  a  dinner  menu  from  one  of 
the  German  lines : 

Thickened  Oatmeal  Cream  Soup 
Consomme  Andalouse 
Boiled  Haddock,  English  Egg  Sauce 
Roast  Pork 

Green  Kale  Potatoes  Parisienne 

Leg  of  Mutton 

Stewed  Prunelles  Romain  Salad 

Fruit  Pie 

Here  are  two  more  menus  for  dinner 
and  one  for  supper,  also  on  a  German 
liner : 


Pheasant 

Compot  Salad 

Nesselrode  Pudding,  Sauce  Chaudeau 

III.  (Supper). 

Potage  Diplomate 

Filet  of  Perch  Pike  au  vin  blane 
Larded  Fricandeati  of  Veal  A  la 
Milanaise 

Tutti  Frutti  Ice  Cream 
Vanilla  Tastry 

These  are  in  turn  selected  from  the 
carte  du  jour,  which  is  here  given  in 
extenso : 


107 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Ilors  d’ oeuvres  : 

Hors  d'oeuvre  &  la  Suedoise 
Potages : 

Chervil  Soup  with  Dumplings 
Consomme,  Vermicelli 
Potage  Diplomate 
Poisson  : 

Fried  Sole,  Sauce  Tartare 
due  Tench,  Butter,  Horseradish 
Filet  of  Perch  Pike  au  vin  blane 
Entrees  : 

Roast  Hare  &  l'Allemande 
Tournedos,  Mushrooms 
Glazed  Sweetbreads  a  la  Trianon 


Pheasant 
Legumes  : 

Cauliflower 

Early  June  Peas  a  l'Anglaise 
Asparagus 

French  Fried  Potatoes,  Parsley  Potatoes 
Mashed  Potatoes 
Compote  : 

Preserved  Cherries 
Prunes 
Salade  : 

Lettuce  Salad — Tomato  Salad 
Salad  Romain 
Entremets  : 


THE  GALLEY 

On  an  Ocean  Liner  is  Firmly  Anchored  so  that-  it  is  Secure  in  all  weathers 


Larded  Fricaudeau  of  Veal  a  la 
Milanaise 

Ragout  of  Chicken  il  l'lndienno 
Corned  Tongue  in  Burgundy 
Grill  i, To  Order  15 — 30  min.)  : 
M'xed  Grill,  consisting  of: 

Filet  mignon,  Lamb  Chops 
Kidneys,  Sausages,  Tomato 
Tenderloin  Steak,  Entrecote,  Sirloin 
Steak 

Lamb  Chops,  Mutton  Chops 
Plats  du  jour : 

Leg  of  Lamb,  Pommos  Paysanne 
R6tis  : 

French  Pullet 


Ice  Cream  Panache 

Nesselrode  Pudding,  Sauce  Chaudeau 
Tutti  Frutti  Ice  Cream 
Chocolate  Ice  Cream 
Vanilla  Pastry 

Cheese :  Camembert,  Prairie,  Swiss 

Fruit  Coffee 

A  breakfast  menu  is  as  follows : 
This  might  be  served  on  any  line, 
English  or  German. 

BREAKFAST. 

Apples  Oranges  Grapefruit 
Oatmeal  Hominy  Milkrice 


108 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Salted  Codfish  in  Cream 
Grilled  Sole  Maftre  d'  I  Intel 
Kippered  Herring 
From  the  Grill  :  Beefsteak 

“  “  French  Mutton  Chops 

Fried  Sausage,  Mustard  Sauce 
Rostock  Steak 
Vienna  Veal  Steak 
Filet  Mignou  Rossini 
Fried  Yorkshire  Ham 
Fried  Wiltshire  Bacon 
Saute  and  Baked  Potatoes 
French  Fried  Potatoes 
Potatoes  Macaire 
Griddle-Cakes  : 

Cerealine  &  Buckwheat 
New-laid  Eggs 


Every  first  class  passenger  has  access 
to  the  restaurant.  The  prices  charged 
are  similar  to  those  of  the  grill  romp 
in  the  famous  Carlton  Restaurant, 
London.  Ail  allowance  of  $25.00  is 
made  to  every  first  class  passenger  on 
ships  where  the  Ritz’s  Carlton  restau¬ 
rant  service  is  in  commission,  provided 
that  no  meals  be  taken  in  the  main 
saloon.  In  some  cases  where  the 
passengers  eat  little,  if  at  all,  this  ar¬ 
rangement  is  rather  economical,  espe¬ 
cially  on  a  very  fast  steamer  which 
only  occupies  a  small  number  of  days 
in  making  a  passage.  Passengers  who 


A  MECHANIC  AL  Kid  CHEN 

Which  Makes  the  Cook’s  Wrork  Light,  by  Grinding,  Cutting  and  Pressing 


Scrambled  Eggs  Orientale 
Omelette  Parisienne 
Eggs  De  Lesseps 
Banana  Pancake 
German  Pancake 

Fruit  jelly  Marmalade  Ginger 

Cocoa  Chocolate  Coffee  Tea 
Coffee  freed  from  Caffeine 
Fresh  Milk  &  Cream 
COLD :  Itoastbeef  Turkey 

Assorted  Sausage 
Gorgonzola  &  Edam  Cheese 

We  also  reproduce  a  carte  (Ju  jour  of 
the  'Ritz’s  Carlton  restaurant  on  board 
a  large  express  steamer.  The  idea  of 
having  a  restaurant  on  an  ocean  liner 
is  rather  novel.  Steamers  which  have 
this  innovation  have  the  restaurant  in 
addition  to  the  private  dining  room. 


appear  regularly  at  the  ship’s  tables 
will  usually  find  at  the  end  of  the 
voyage  the  restaurant  has  been  much 
more  expensive  than  if  they  had  taken 
their  meals  on  the  regular  plan.  It  is 
possible  to  change  from  the  regular 
service  to  the  restaurant  service  on  the 
first  day,  provided  notice  is  given  to 
(lie  purser  immediately  after  sailing. 
The  special  regulations,  etc.,  relating 
to  this  matter  vary  on  different  lines, 
and  the  purser  should  be  consulted. 
Passengers  who  have  engaged  their 
passage  without  meals,  and  who  on  ac¬ 
count  of  seasickness  desire  to  have 
their  meals  served  in  their  rooms  or 
on  deck,  will  receive  their  order  either 
from  the  kitchen  of  the  restaurant. 


Ola rnburg^OLmerika  Xoinie.^ 

‘Rite's  Carlton  Restaurant  0 

an  Qlord  des/t).  ..(Kgijerin  tstugujle  Victoria" 
t-J  iJ 0ctti-uzd  eravito  /.SO 
C/rcurrncm.  u^nca  X  ■* 


euner 


Q/OIS  C/jsUfc  /Uo  XPCCOVUOC/  C/rtC-A/ria </■ 

_  kXfe  /Lm  nt+  9- 

Poisson ^  ^  Zso*.- 

(i/f&fj  a/e  efr/c  rd-rts  %//u//£a-e/  2.60.  d  . 
c./  }■??.?  r/r  Gl  [./(.<■?  Q./t  c/lt  Rea  2.  so 

.  A' 'a  offoA/rGa-Re.  eO  OoS?7S  g-  M  -  / 


c  on  '  C 

SU.I 


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Gntremeis  &ueeo  2/o<i/rou 


VJtarf  -  -  /  shifting  =  25  cents 


125  centimes. 


RITZ-CARLTON  MENU 


110 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


If  possible,  orders  should  be  omitted 
during  the  busiest  hours  of  the  day, 
say  from  1  to  3  and  6.30  to  8.30. 
Vouchers  should  be  signed  for  the 
above-mentioned  meals.  Meals  are  usu¬ 
ally  served  a  la  carte  ;  breakfast  7.30  to 
11  ;  luncheon  1  to  3  ;  dinner  6  to  8.30. 
The  orchestra  usually  plays  from  1  to 
3,  and  from  7  to  9  in  the  restaurant. 
Supper  can  be  obtained  up  to  11.15  at 
night.  A  person  whose  means  are 
very  limited  will  hardly  be  able  to 
travel  having  restaurant  service,  but 
the  cost  of  food  may  be  readily  figured 
from  the  bill  of  fare,  the  prices  being 


SMOKING  ROOM 

Cigars  can  be  purchased  on  the 
steamers,  but  it  is  recommended  that 
smokers  carry  a  box  of  cigars,  each 
one  of  which  is  wrapped  in  tinfoil 
and  wax  paper;  this  will  keep  the 
cigars  in  prime  condition.  The  sea  air 
is  very  destructive  to  the  flavor  of 
tobacco.  Smoking  is  not  allowed  in 
staterooms  or  in  the  eompaniomvays, 
but  is  allowed  on  deck  and  in  the 
smoking  room,  and  usually  in  the 
lounge. 

Passengers  are  not  allowed  to  take 


ELECTRIC  MASSAGE  AND  THE  ELECTRIC  BATH 
Are  Luxurious  Accessories 


given  in  marks :  Thus,  a  portion  of 
filet  of  beef  costs  2 y2  marks  ;  aspara¬ 
gus  tips,  2  marks;  ices.  1  mark  50 
pf.  From  this  it  will  be  seen  if  all 
meals  are  taken  in  the  restaurant  the 
expense  will  be  easily  $6.00  or  $7.00 
a  day ;  fees  are  given  at  each  meal ! 
With  this  information  the  reader  can 
readily  determine  this  matter  of  liv¬ 
ing  at  sea.  _ 

Third  class  traveling  is  entirely  practicable 
in  England  and  Scotland,  also  Wales,  but 
the  third  class  is  not  recommended  for  Ireland. 


liquors  on  board  for  their  own  use, 
but  they  can  purchase  all  they  require 
at  the  bar  at  more  moderate  rates  than 
on  shore,  either  by  the  glass  or  bottle, 
as  there  are  no  duties  to  pay.  Wine, 
beer  and  mineral  waters  are  also 
carried  by  every  steamer  and  are  for 
sale  at  moderate  rates.  Wrine  cards 
should  be  signed  for  wine,  but  the 
stewards  should  be  paid  for  all  other 
articles  at  the  time  of  consumption, 
as  they  cannot  be  charged.  The  head 
steward  will  collect  at  end  of  voyage. 
All  accounts  in  the  smoking  room  are 
payable  at  the  time. 


20,000  tourists  visit  Norway  each  season. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


111 


TIIE  BARBER 

The  barber  is  an  important  adjunct 
to  the  comfort  of  the  male  passenger 
on  the  modern  trans-Atlantic  steam¬ 
ship.  In  addition  to  performing  the 
various  functions  of  a  barber,  he  also 
usually  sells  caps,  pocketbooks,  foun¬ 
tain  pens,  souvenir  postal  cards  and 
other  souvenirs,  as  well  as  pressing 
clothes  and  doing  minor  repairs  to 
the  clothing.  The  charges  are  usu¬ 
ally  fixed  by  the  authorities  of  the 
line,  and  vary  somewhat  with  the  dif¬ 
ferent  Hues.  Shaving  is  one  shilling, 
or  twenty-five  cents ;  hair  dressing  and 


THE  BARBER  SHOP 

shampooing  is  usually  done  for  the 
same  fee  on  English  lines.  The  hours 
are  usually  from  seven  in  the  morning 
to  seven  in  the  evening;  the  passenger 
is  not  expected  to  apply  for  a  hair¬ 
cut  or  shampoo  except  between  the 
hours  of  noon  and  5.30  P.  M.  Ac¬ 
counts  with  the  barber  are  settled  im¬ 
mediately  after  each  transaction. 

BATHS 

An  ample  supply  of  baths  for  both 
men  and  women  are  provided  on  the 
modern  liner.  The  men’s  baths  are  in 
charge  of  special  bath  stewards,  who 
will  prepare  a  bath  at  the  same  hour 
each  morning.  The  room  steward  will 
arrange  the  time  with  the  bath  stew¬ 
ard.  Ladies  desiring  baths  should 
consult  their  stewardess.  All  those 
having  baths  are  expected  to  give 
gratuities  to  the  bath  steward  or  the 
stewardess.  See  special  section  re¬ 
lating  to  fees.  Fresh  or  salt  water, 
hot  or  cold  is  supplied  at  will.  One 


steamer  has  one  entire  deck  with  a 
bath  for  every  stateroom,  86  in  all. 

On  some  of  the  latest  vessels  an 
electric  bath  is  provided  for  the  use 
of'  passengers. 

On  one  or  two  vessels,  Turkish 
baths  are  provided,  which  consist  of 
the  usual  hot  and  cold  rooms,  steam¬ 
ing  rooms,  plunge  bath  and  massage 
couch.  The  plunge  bath  is  usually 
open  to'  gentlemen  from  6  to  8  with¬ 
out  charge,  and  Turkish  baths  are 
usually  available  from  0  to  12  for 
ladies,  and  from  2  to  6  for  gentlemen. 
The  expense  is  usually  $1.00. 

LETTERS  FOR  RETURN  BY 
PILOT 

Passengers  who  are  desirous  of  send¬ 
ing  letters  to  friends  should  have  them 
ready  and  stamped  at  least  half  an 
hour  before  the  pilot  is  dropped.  On 
vessels  leaving  New  York,  American 
stamps  must  be  affixed ;  on  vessels 
leaving  England,  English  stamps  must 
be  used,  and  the  same  with  other  for¬ 
eign  countries. 

During  the  voyage  letters  may  be 
posted  in  the  special  box  provided  for 
the  purpose,  and  where  there  is  a  sea 
post,  office,  they  will  be  sorted  cn  route. 

Passengers  wishing  to  send  tele¬ 
grams  and  cablegrams,  or  Marconi- 
grams,  should  apply  at  the  purser’s 
office.  That  official,  or  his  clerk,  us¬ 
ually  issues  a  receipt  for  the  amount  of 
the  charges  paid.  Passengers  should 
keep  these  receipts,  as  complaints  about 
the  loss  of  telegraphic  messages  can¬ 
not  be  remedied  if  no  receipts  can  be 
produced  in  support  of  such  claims. 

TOILET  ACCOMMODATIONS 

The  modern  ship  offers  adequate 
toilet  accommodations  which  in  the 
vessels  of  twenty  years  ago  did  not 
exist.  The  closets  are  flushed  with  sea 
water  by  means  of  special  pumps  and 
piping.  Where  private  bath  rooms  are 
secured  a  private  closet  is  included.  A 
red  light  usually  indicates  the  ladies’ 
toilet  and  the  gentlemen’s  toilets. 
Lavatory  accommodations  are  pro¬ 
vided  in  all. 

HAIR  DRESSING  AND  MANI¬ 
CURING 

Several  of  the  principal  steamships 
carry  a  ladies’  hair-dresser  and  mani¬ 
curist.  The  rates  are  usually  fifty 
cents  for  hair-dressing  and  seventy- 
five  cents  for  hair-dressing  and  sham¬ 
pooing.  The  rate  for  manicuring  is 
usually  fifty  cents. 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


BEDDING 

Sufficient  bedding  and  towels  are 
provided  by  the  company,  and  an  extra 
supply  may  be  obtained  by  sending  for 
the  room  steward.  It  is  not  permitted 
to  take  pillows  or  blankets  on  deck. 
An  ample  supply  of  cold  fresh  water 
is  provided  daily  to  every  stateroom 
for  the  use  of  every  passenger.  Warm 
water  for  shaving  and  washing  pur¬ 
poses  can  be  obtained  in  the  morning, 
or  before  luncheon  and  dinner.  It  is 
customary  for  the  room  steward  to 
bring  hot  water  in  the  evening  even 
without  asking. 


READING  MATTER 

On  certain  ships  there  are  book 
stalls  where  works  of  fiction,  travel, 
guide  books  and  periodical  literature 
can  be  obtained.  Such  stands  should 
be  on  every  vessel.  Periodicals  are 
sold  on  the  piers  of  all  lines.  Every 
steamer  carries  a  library  for  the  free 
use  of  passengers.  Books  can  be  taken 
to  staterooms,  but  should  be  returned 
to  the  library  steward  before  landing. 
Remember  that  he  has  to  pay  for  all 
books  lost.  The  Scientific  American 
will  be  found  in  the  reading  rooms  of 
150  ocean  and  coastwise  steamers,  and 


MANICURING 
Is  a  Faeture  on  Many  Ships 


DEPARTMENT  STORE 
On  one  ship  at  least  there  is  a 
‘“department  store,”  so-called,  although 
it  is  only  a  counter  where  notions  and 
other  articles  needed  by  travelers  are 
sold.  Similar  stalls  should  he  on  all 
ships,  although  the  barber  often  sup¬ 
plies  the  minor  necessaries  of  life. 

FRESH  FLOWERS 
On  some  one  or  two  ships  a  florist’s 
shop  is  carried,  ensuring  fresh  flowers 
during  the  voyage. 


on  250  library  and  cafd  cars  on  rail¬ 
ways  in  the  United  States. 

The  following  is  a  list  of  the  ocean 
and  coast-wise  steamship  companies 
where  the  Scientific  American  will 
be  found  : 

Allan  Line. 

American  Line. 

Anchor  Line. 

Canadian  Pacific  Steamship  Co. 

Great  Northern  Steamship  Co. 
Hamburg-American  Line. 

IIolland-America  Line. 

Mallory  Line. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


113 


North  German  Lloyd  Co. 

Ocean  Steamship  Co. 

Quebec  Steamship  Co. 

Red  Star  Line. 

Southern  Pacific  Co. 

Ward  Line. 

Cunard  Line. 

Clyde  Line. 

White  Star  Line. 

The  Scientific  American  will  be 
found  in  the  weekly  edition  on  the  fol¬ 
lowing  railroads  : 

New  York  Central  &  Hudson  River  It.  R. 
New  York,  New  Haven  &  Hartford  R.  It. 
Boston  &  Albany  It.  R. 

Pennsylvania  R.  R. 

Southern  Railway. 

Atlantic  Coast  Line. 

Seaboard  Air  Line  Railway. 

Michigan  Central. 

Chicago  Northwestern. 


THE  MARINE  BOOK  STALL 


Chicago,  Milwaukee  &  St.  Paul  It.  It. 
Illinois  Central  It.  R. 

Chicago  &  Great  Western. 

Chicago  &  Alton  It.  R. 

Northern  Pacific  Railway. 

Cincinnati,  Hamilton  &  Dayton  It.  R. 
Frisco  System. 

Canadian  Pacific  Railway. 

St.  Louis  &  San  Francisco. 

Southern  Pacific  Railway. 

Ogden  Short  Line. 

WRITING  MATERIALS 

Writing  materials  are  furnished 
free  of  charge  on  all  steamships  and 
are  usually  in  charge  of  the  library 
steward,  who  often  sells  souvenir 
postal  cards  as  well.  Stationery  can 
also  be  had  at  various  hotels  in 
Europe  and  also  at  eaf€s,  where  a 
moderate  charge  is  made.  Travelers 
should  not  fail  to  carry  a  fountain 


pen,  and  at  least  two  fillers  carried 
in  different  parts  of  the  baggage,  as 
a  filler  is  apt  to  become  broken  and 
is  not  easily  replaced  except  in  the 
very  largest  cities.  The  fillers  which 
come  with  a  bottle  of  ink  in  a  wooden 
case  are  particularly  recommended,  as 
there  is  no  chance  whatever  of  the  ink 
spilling  no  matter  what  the  position 
of  the  bottle.  Such  bottles  are  heavy, 
however. 

FANCY  WORK  FOR  LADIES 
Ladies  will  find  a  little  fancy  work 
will  occupy  spare  moments,  especially 
if  the  weather  is  so  bad  that  the  deck 
is  not  agreeable. 

CLOTHES  PRESSING 
Repairing  and  pressing  of  clothes 
can  usually  be  arranged  for  either 
through  the  stewards  or  the  barber. 
The  charges  vary  with  the  line  of  work 
required. 

LAUNDRY  WORK 
On  some  of  the  ships  in  the  Asiatic 
and  Pacific  trade,  laundry  work  is 
done  on  board.  This  is  a  great  con¬ 
venience  to  travelers.  So  far  as  we 
know  this  has  not  been  adopted  on 
any  trans-Atlantic  steamer  as  yet,  al¬ 
though  a  limited  amount  of  washing 
can  usually  be  provided  for  by  the 
stewardesses,  but  the  practice  is  not 
recommended. 

WIRELESS  TELEGRAPH 
A  full  account  of  the  wireless  with 
rates,  etc.,  will  be  found  elsewhere. 
See  pages  83-89. 

DAILY  NEWSPAPER 
Quite  a  number  of  ships  have  daily 
newspapers,  thanks  to  the  wireless. 
The  news  columns  are  meagre,  but 
serve  at  least  to  take  away  the  “cut¬ 
off”  feeling.  The  reproduction  on  next 
page  shows  that  it  is  hardly  a  substi¬ 
tute  for  the  New  York  “Sun”  or 
“Times.”  The  Cunard  Company  in¬ 
augurated  this  service.  A  small  price 
(Id.)  on  the  Cunard  line  is  charged 
for  the  papers  and  a  set  for  the  voy¬ 
age  is  also  sold. 

STOCK  REPORTS 
Many  of  the  latest  ships  receive 
stock  reports  almost  all  the  way  over. 
Some  lines  do  not  care  to  give  in¬ 
formation  of  this  character,  thinking 
that  the  voyage  should  be  devoted  to 
recuperation.  The  reports  are,  of 
course,  sent  by  wireless  and  relayed 
from  ship  to  ship,  when  necessary. 


114 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


GYMNASIUM 

On  some  steamers  a  gymnasium  is 
provided  for  the  use  of  passengers,  and 
no  charge  is  made  for  the  use  of  the 
appliances  which  are  largely  of  the 
Swedish  type.  The  mechanical  hobby¬ 
horses  afford  excellent  exercise,  while 
the  couch  with  the  massage  roller 
which  travels  up  and  down  the  back. 


DIVINE  SERVICE 

Sunday  is  observed  on  many  liners, 
especially  the  English  vessels,  where 
the  Church  of  England  service  is  used. 
A  collection  is  taken  up  for  seamen’s 
charities.  A  shilling  or  more  may  be 
given.  The  plate  is  often  passed  on 
the  deck  also,  so  that  all  may  contrib¬ 
ute. 


Distance  from  Havre  at  6  a.  m.  790  miles 


COMMENTS  ON  DIFFERENT  TOPICS  BY  LEADING  EUROPEAN  PAPERS 

(By  special  arrangement) 


Le •**  .Figaro*'  dit ; 

A  la  suite  d’une  interview  avec  Sir  Charles  Dilke  sur.ln  si¬ 
tuation  politique  anglaise,  celui-ci  a  declare  que  hi  victoiro  des 
liberaux  etait  tin  ob-tacle  aux  armeinents  bmanniques  cl  l’a- 
doption  •  d’une  politique  exlericure  plus  timiJe.  Sir  (Charles 
Dilkc  a  lepondu  qu'aucune  difference  n’existait  entre  la  poli¬ 
tique  mililaire  el  cellede  la  marine  et  que  les  deux  partis  sau- 
raient  emolument  consentir  aux  sacrifices  pour  lu  defense  nalio- 
Dale. 


•Le'  “  Times  ”  dit : 

Les  ministivs  onl  j>u  so  rendre  comple  ou\*  dernierei  elec¬ 
tions  que  l’electeur  aux  opinions  moderees  etait  entre  en  revol¬ 
ve.  Nous  pensons  que  si  I’empire  brita  unique  doit  etre  sauve, 
la  reforme  des  impdts  seule  peul  le  sauver  malS  a  condition  que 
la  nouvelle  unnee  commence  avec  un  nouveau  gouvernemepL 


Au  Sinat 


Paris 


M.  Gaudin  de  Villain^ ;aU$enat  tjuP-TAngleterre 
avait  Tintention.de  ceder  Gibraltar  a  PEspagne.  E11  revanche 
elle  occuperait  Tanger  et  les  lies  Shaffarines  qui  commandent 
.le  detroit  de  Gibraltar. 


La  Coupe  Michelin 

j  .  Paris 

Le  c^lebre  aviateUi*  frart^ais  tierin'  Karma n  reste  detenteuf 
de  la  jeoupe  Michelin  pour  l’annee  1909. 


La  jtetraite  de  M .  Lane 

Londres 

M.  Lane,  doyfin  des  magistrats  de  Lomlres  se  retirera  la  se- 
i  maine  prochaine  pour  raison  de  sanUb  opres  soixante-dix  an- 
,  nees  de  services  inioterrompues. 


The  if  Figaro "  says  : 

In  nn  interview  oil.  the  british  political  situation.  Sir  Charles 
Dilke  declared  that  the  victory  of  the  liberals  would  mean 
check  to.  the  brilish  armaments  and  the  adoption  of  a  more 
timid  foreign  policy.  Sir  Charles  Dilke  replied  there  was  ho 
difference  between  the  naval  and  military  policy;  either  party 
each  would  consent  like  sacrifices  for  the  national  defence. 


The  “  Times  '*  says  : 

Ministers  may  discover  this  month  at  the  polls  that  the  so¬ 
ber  thinking  english  voter  has  risen  in  revolt.  We  believe  that 
if  the  empire  is  lo  be  saved.  the  tariff  reform  alone  can  save 
it;,  the  molto  of  the  nation  this  month  must  be  a  new  govern¬ 
ment  for  the  new  year. 


At  the  Senate 


Paris 


Mr  GaudindeVillaine  created sensationin the Senateby declaring 
fhak  England  in  -near  future  was  intending  ceding  Gibraltar  to 
Spain.;  in  return  it  would  occupy  Tangiers  and  the  Shaffarioes' 
islands  which  command  the  passes  of  Gibraltar. 


The  Michelin  Cup. 


Paris 


The  well  known  french  aviator  Henri  Farman  secures  the « 
Michelin  Cup  for  year  1909.. 


Mr  Lane  retires 

London 

Mr  Lane  Senior  London  magistrate  will  retire  next  week 
through  ill  healh  after  seventy  years  of  continuous  service. 


i  No  leiponiibility  undertaken  for  fusible  inaccoraciea  in  the  news  published. 


THE  DAILY  PAPER 

Is  a  Reality  on  Many  Steamers.  The  News  Items  are  Rather  Brief,  blit  without  the  Wireless 

there  would  be  None 


will  often  relieve  headache  and  other 
forms  of  nervous  ailment,  and  also  pro¬ 
duce  refreshing  sleep.  In  cases  of  in¬ 
digestion,  the  massage  with  antago¬ 
nizing  massage  rolls  are  recommended. 
On  some  vessels  the  gymnasium  is 
open  certain  hours  for  gentlemen  and 
certain  hours  for  ladies.  In  other 
cases  they  are  open  for  both  at  all 
times. 


TYPEWRITER 

Some  vessels  carry  one  or  more 
typewriters  who  do  copying  and  take 
dictation  from  passengers.  As  far  as 
possible  business  should  be  left  at  the 
gang-plank  on  embarking. 


A  small  package  of  toilet  paper  is  often 
useful,  particularly  in  Italy  and  Spain. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


115 


DECK  GAMES  AND  AMUSE¬ 
MENTS 

Deck  quoits,  shuffle-board,  Dull- 
board,  and  other  games  are  provided 
on  the  deck  without  any  charge,  un¬ 
der  the  direction  of  the  quartermaster. 
Chess,  dominoes,  and  other  indoor 
games  can  be  obtained  on  application 
to  the  library  steward.  Games  of 
cards  are  also  permitted  in  the  loung¬ 
ing  or  other  public  rooms.  Gentle¬ 
men  should  be  very  cautious  _  about 
playing  cards,  or  other  games',  with 
strangers,  as  professional  gamblers  are 


MAKING  READY  ON  THE  ELECTRIC 
PRESS 

to  Print  the  Daily  Newspaper  with  the 
Marconi  Messages 

constantly  crossing  the  Atlantic,  look¬ 
ing  out  for  the  unwary.  There  is  noth¬ 
ing  unusual  in  the  captain  posting  a 
notice  in  the  smoking  room  warning 
passengers  against  gamblers.  Games  of 
chance  are  not  usually  allowed  on 
Sundays  in  any  of  the  public  apart¬ 
ments  in  deference  to  the  views  of  the 
greater  number  of  passengers. 

The  pillow  fight  on  the  spar  is  a 
source  of  great  amusement.  Two  men 
armed  with  pillows  sit  astride  the  spar 


and  try  to  knock  each  other  off.  It 
requires  a  great  deal  of  knack  to  keep 
one’s  balance  while  someone  is  pound¬ 
ing  you  with  pillows.  The  players 
are  not  allowed  to  touch  the  spar  with 
their  hands.  When  a  man  begins  to 
waver,  the  other  redoubles  his  attack, 
and  slowly,  but  surely,  the  defeated 
player  tumbles  off  the  spar  into  the 
canvas  which  has  been  spread  to  save 
him.  One  of  our  engravings  shows  Ex- 
President  Theodore  Roosevelt  acting  as 
umpire  in  a  pillow  fight. 

THE  POOL  OF  THE  SHIP’S  RUN. 

There  are  two  kinds  of  pools  on  the 
ship’s  run,  which  are  made  up  in  the 
smoking-room.  The  simpler  variety  is 
known  as  “Hat  Pool"  because  the 
drawing  is  done  from  a  hat  or  cap. 
The  smoking-room  steward  prepares 
papers  like  a  ballot  numbered  1,  2,  3, 
4,  5,  (!,  7,  8,  9,  and  0.  Ten  take  part 
in  the  pool  by  paying  ten  shillings  or 
$2.50  each.  This  entitles  them  to 
draw  a  number  from  the  hat.  The 
one  who  draws  the  number  which 
coincides  with  the  last  figure  of  the 
ship’s  run  in  sea  miles  at  the  time 
when  the  log  is  taken  at  noon  the  next 
day  gets  the  entire  sweepstakes.  Thus 
if  the  run  was  508  miles,  the  one  who 
drew  No.  8  would  win  $25.00.  It  is 
customary  for  the  winner  to  give  ten 
per  cent,  of  his  winnings  to  the  smoke- 
room  steward  who  arranges  the  de¬ 
tails  of  the  drawing. 

The  “Auction  Pool’’  is  more  com¬ 
plicated.  It  is  more  interesting  in  a 
way,  as  the  players  really  bid  against 
the  actual  run.  Twenty  people  get 
together  and  pay  twenty  shillings  for 
the  privilege  of  drawing  a  number 
blindly  from  a  hat,  the  numbers  run¬ 
ning  from  say  540  to  500,  or  in  other 
words,  from  540  to  500  sea  miles 
based  on  the  captain’s  calculation, 
which  is  asked  from  him  by  courtesy. 
After  the  first  drawing  has  been  done 
by  the  original  members  of  the  pool, 
each  number  is  auctioned  off  by  some 
one  who  is  appointed  as  auctioneer. 
Each  of  the  original  members  of  the 
pool  who  have  paid  their  twenty  shil¬ 
lings  must  enter  the  competition  if 
they  wish  to  retain  their  number. 
They  can  also  compete  for  any  other 
number.  The  bidding  is  apt  to  be 
brisk  and  when  the  number  is  knocked 
down,  one-half  of  the  money  paid  goes 
to  the  original  member  of  the  pool 
who  drew  the  number  which  was  con¬ 
tained  in  the  hat.  and  the  other  half 
goes  in  the  pool.  If  the  original 
owner  of  that  number  bids  his  own 


116 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


number  back  he  has  to  pay  one-half 
of  his  bid  to  the  pool.  When  all  the 
numbers  have  been  auctioned  off  they 
put  to  auction  what  are  called  the 
“high  field”  and  the  “low  field.”  The 
“high  field”  includes  all  the  numbers 
above  the  highest  number  which  has 
been  auctioned  in  the  pool ;  thus,  to  go 
back  to  our  560,  everything  above  560 
should  be  in  the  “high  field.”  The 
“low  field”  includes  all  the  numbers 
below  the  lowest  number  of  the  pool ; 
thus,  539  would  belong  to  the  “low 
field.”  These  two  fields,  high  and  low, 
usually  sell  for  a  high  price  at  the 
auction.  The  pool  is  always  arranged 


EDITING  THE  DAILY  NEWSPAPER 

for  the  evening  before  the  run  of  the 
ship  at  the  time  when  the  log  is  made 
at  noon.  The  captain’s  calculations 
may  be  correct  provided  the  conditions 
of  weather,  etc.,  remain  the  same  as 
when  the  guess  was  made.  Here, 
however,  comes  in  the  element  of 
chance;  if  head  winds,  heavy  seas  or 
fog  are  encountered,  a  low  field  would 
be  run :  but  if  clear  weather,  fair 
winds  should  predominate,  the  result 
would  be  entirely  different  and  the 
ship  might  run  ahead  of  the  sea  miles 
which  the  captain  guessed.  The  suc¬ 
cessful  holder  of  the  winning  number 
is  entitled  to  the  entire  pool,  which  is 


always  a  matter  of  hundreds  of  dol¬ 
lars,  and  it  is  not  unusual  for  the  pool 
to  be  worth  as  much  as  $5,000.  Some¬ 
times  a  certain  percentage  of  this  is 
given  to  charity  for  the  widows  and 
orphans  of  seamen  of  the  line. 

“DECK  QUOITS” 

In  playing  this  game  six  rope  rings 
are  used,  the  object  being  to  throw  the 
largest  number  of  rings  over  a  spindle 
attached  to  a  horizontal  piece  of  wood 
which  sets  on  the  deck  of  the  vessel. 
The  proper  distance  for  throwing  the 
rings  is  eight  feet  for  ladies  and  twelve 
feet  for  gentlemen.  The  start  is  usu¬ 
ally  made  nearer  to  the  spindle  and 
the  distance  is*  then  increased.  The 
score  is  kept  upon  a  small  blackboard, 
which  is  usually  provided,  or  with 
pencil  and  paper.  Any  number  of  per¬ 
sons  can  play  the  game. 

“BULL  BOARD” 

“Bull  Board”  is  one  of  (lie  favorite 
games  at  sea.  It  is  played  with  the 
aid  of  a  padded  board  which  is  like  an 
inclined  plane.  This  board  has  num¬ 
bers  upon  it,  also  a  square  lettered 
“B.”  Rubber  disks  or  little  bags  of 
sand  are  thrown  at  the  board,  the  aim 
being  to  get  the  discus  or  the  little  bag 
of  sand  on  the  highest  numbers.  Six 
disks  are  used  in  playing  the  game, 
and  the  one  having  the  highest  score 
wins.  If  a  disk  falls  on  the  B  the 
player  is  disqualified  or  else  lie  loses 
his  score  and  is  obliged  to  begin  again. 
Any  disks  knocked  off  numbered  spaces 
are  lost. 

rules  for  playing  shuf¬ 
fle-board 

On  page  127  is  shown  the  way  in 
which  the  sailors  lay  out  the  diagram 
in  chalk  on  the  deck  of  the  vessel. 
The  game  gives  exercise,  and  several 
parties  are  usually  playing  at  the  same 
time.  The  paraphernalia,  which  is 
simple,  consists  of  weights  which  are 
pushed  by  sticks,  as  shown  in  our  en¬ 
graving.  Each  one  plays  in  turn,  and 
nothing  is  scored  until  the  finish  of 
the  round,  when  the  players  are  credit- 
mi  with  tlie  number  of  points  marked 
in  the  squares  occupied  by  their 
weights.  The  piece  of  an  opponent 
may  be  struck  out  of  the  square  al¬ 
together.  Should  one  of  the  weights 
remain  in  the  apsidal  at  the  bottom, 
marked  “minus  10,”  this  is  deducted 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


117 


from  the  player’s  score.  In  order  to 
win,  the  player  must  score  exactly  50 
points  ;  all  over  that  number  are  sub¬ 
tracted  from  50.  Tlius,  if  a  player 
scores  the  40  and  he  scored  8  points 
more,  4  would  be  added  to  make  his 
count  50  and  4  would  be  deducted, 
which  would  thus  leave  a  score  of  46. 
Sailors  are  always  glad  to  give  details 
as  to  playing  ring  toss  and  other 
games. 

MUSIC 

On  many  lines  small  string  orches¬ 
tras  are  carried  on  the  steamers,  and 
their  services  are  paid  for  by  the  com¬ 
pany,  but  occasionally  a  plate  is  passed 
around  by  some  of  the  passengers  on 


often  surprising,  is  obtained  from  the 
passengers.  Only  those  who  can  really 
do  something  worth  while  should  ac¬ 
cept  an  invitation  to  take  part,  as  the 
audience  is  apt  to  be  critical.  A  con¬ 
tribution  is  often  taken  for  the  bene¬ 
fit  of  some  seamen’s  charities.  Pro¬ 
grams  (six  pence  or  a  shilling)  are 
sold  for  the  same  purpose.  National 
anthems  form  a  part  of  the  program, 
and  it  is  regrettable  that  so  few 
Americans  have  not  more  than  a  pass¬ 
ing  acquaintance  with  “America,”  or 
“The  Star  Spangled  Banner,”  while 
an  Englishman  is  sure  to  know  “God 
Save  the  King,”  and  “Rule  Britannia.” 
To  assist  the  memory,  words  and  music 


ft 

-  — 

^  j 

j 

QUOITS 

Serve  to  While  Away  the  Morning 


the  day  before  landing,  and  on  some  of 
the  German  lines  there  is  a  band  and 
passengers  are  expected  to  contribute 
for  their  benefit.  The  offering  is  made 
when  the  steward  collects  for  the 
passengers’  wine  bills;  the  word  musik 
being  printed  across  the  bottom  of  the 
bill.  Nearly  every  steamer  carries  a 
piano  which  can  be  used  by  pas¬ 
sengers. 

CONCERTS 

A  concert  is  often  held  at  sea,  al¬ 
though  they  are  not  as  frequent  as  in 
former  vears.  The  talent,  which  is 


of  the  National  Anthems  follow  ;  ver¬ 
sions  vary  greatly,  particularly  in  the 
“Marseillaise,”  so  the  French  words 
are  given  as  well.  The  increasing 
shortness  of  voyages  seems  to  be  the 
cause  of  the  decadence  of  the  ship’s 
concert.  On  German  boats  the  cap¬ 
tain’s  dinner  takes  its  place. 

On  one  or  two  vessels  a  winter 
garden  is  provided,  tastefully  decorated 
with  palms,  tropical  plants,  and 
flowers,  affording  a  most  delightful  re¬ 
sort  for  passengers  who  can  listen  to' 
the  orchestra. 


AMERICA 


■Rev.  S.  F.  Smith.  Henry  Carry. 


1  i  ~j  =£=l 

-j-i 

k 

i 

1  i — J 

b*r  r~. 

— 

1.  My  coun  -  tjflM  ’tis  of  thee,  Sweet  land  of  1 

2.  My  na  -  tive  coun  -  try, thee — Land  of  the  r 

3.  Let  mu  -  sic  swell  the  breeze,  And  ring  from 

4.  Our  fa  -  thers’  God !  to  Thee,  Au  -  thor  of  ] 

• f-  r-  t  1 

ib  -  er  -  ty, 
io  -  ble  free  — 
ill  the  trees, 

ib  -  er  -  ty, 

P.  • 

LA  •  V  I  1 

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z5>7  i  i  i 

Of  thee  I  sing;  Land  where  my  fa  -  thers  died!  Land  of  the 

Thy  name  I  love;  I  love  thy  rocks  andv  rills,  Thy  woods  and 

Sweet  free  -  dom’s  song;  Let  mor  -  tal  tongues  a  -  wake;  Let  all  that 

To  Thee  we  sing;  Long  may  our  land  be  bright  With  free- dom’s 


f-L 


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tr  r  r  Uj 


Pilgrim’s  pride!  From  ev  -  ’ry  moun-tain  side  Let  free-dom  ring, 

tern -pled  hills;  My  heart  with  rap -ture  thrills  Like  that  a  -  bove. 

breathe  par  -  take  ;Let  rocks  their  si  -  lence  break,  The  sound  pro  -  long, 

ho  -  ly  light  ;Pro  -  tect  us  by  Thy  might,  Great  God,  our  King. 


r- 


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i 


THE  STAR-SPANGLED  BANNER. 


Francis  Scott  Ke£ 


-,N — 

— 1 - [V-  .  $ 

-A - «-T— Js- 

4r— -v-::- 

— | - fW=— N— 

31 

b— j.  $ 

1.  Oh, -  say,  can  you  see,  by  the  dawn’s  ear  -  ly  light,  What  so 

2.  On  the  shore,  dim  -  ly  seen  thro’  the  mists  of  the  deep,  Where  ^tfie 

8.  And.,,  where  is  that  band  who  so  vaunt  -  ing  -  ly  swore  That  the 

4.  Oh, ....  thus  be  it  ev  -  er  when  free  -  men  shall  stand  Be 


rv*  u  o  J  £ 

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2a.  And.,  war’s  clam  -  ors  o’er,  with  her  man  -  tie  hath  Peace  Once  a 


d: 


rTT=r 


proud 

foe's 

hav 

tween 


T  u  V 

-  ly  we  hailed  at  the  twi-light’s  last  gleam-ing,  Whose  broad 

haught  -  y  host  in  dread  si  -  lence  re  -  pos  -  es,  What  is 

oc  of  war  and  the  bat  -  tie’s  con  -  fu  -  sion  A . 

their  loved  homes  and  wild  war’s  des  -  o  -  la  -  tion;  Blest  with 


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gain. 


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in 


its  folds,  the. ...  na  -  tion  en-shroud  -  ed,;  Let  no 


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stripes  and  bright  stars  thro’  the  per  -  il  -  ous  fight  O’er  the  ram  -  parts  We 

that  which  the  breeze  o’er  the  tow  -  er  -  ing  steep,  As  it  fit  -  ful  -  ly, 

home  and  a  coun  -  try  should  leave  us  no  more  ?  Their  blood  has  washed 

vie  -  t’ry  and  peace,  may  the  heav’n-res-cued  land  Praise  the  Pow’r  that  hath 


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frat  •  ri  -  cide  hand  up  -  lift  -  ed  e’er  be,  The.,  glo  -  ry  to 


rt 


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watch’d  were  so  gal  -  lant  -  ly  stream-ing?  And  the  rock  -  ets’  'red 

blows,  half  con  -  ceals,  half  dis  -  clos  -  es?  Now  it  catch  -  es  the 

out  their  foul  foot  -  steps’  pol  -  lu  -  tion  I  No....  ref  -  uge  could 

made  and  pre  -  served  us  a  na  -  tion  I  Then..  con  -  quer  we 


4 


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- i—j — i — - 1 - - — 

dim  which..  now  is  un  -  clouu  -  ed.  Not  as  North  or  as  < 

Note. — The  stanza  numbered  2 a  was  written  for  the  Great  Peace  Jubilee,  held  at  Boston  In  1872, 
where  it  was  sung  by  a  chorus  of  10,000  voices. 


THE  STAR-SPANGLED  BANNER. 

1  ^  1 


3g: 


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glare,  (the)  bombs  burst  -  in g  in  air, 

gleam  of  the  morn  -  ing’s  first  beam, 
save  the...  hire  -  ling  and  '  slave 
must,  when  our  cause  it  is  just. 


.Gave. .  proof  thro’  the 
In  full  glo  ry 
From  the  ter  -  ror 
And...  this  c  be 


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But  as  broth  -  ers  u 


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in  the  fu  •  ture  we’ll  stand. 


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fleet 

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and  the  home  of  the  brave! 

and  the  home  of  the  brave! 

and  the  home  of  the  brave! 

and  the  home  of  the  brave! 


C*" 

wave 

O’er 

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the 

land 

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free, 

wave 

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ggEg^EEg 


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wave  O’er 


the  land  of  the  free, 


and  the  home  of  the.bfavel 


COD  SAVE  THE  KING. 


Ma»H»so. 


1 - i — 


=3= 


fi 


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1.  God  save  our  gra -cious King, Long  live  our  no  -  ble  King, 

2.  O  Lord  our  God  a  -  rise.  Scat -ter  his  en  -  e  -  mies, 

3.  .Thy  choic-est  gifts  in  store,  On  him  be  pleased  to  pour. 


-C 


jr 


& 


Thomson. 

Unison. 


RULE,  BRITANNIA. 

SONG  WITH  (AD  LIB.)  CHORUS. 

Dr.  Arne  (1710-1778). 


$ m 


5 


FT 


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.  at  Heav’n’s  com-mand  A-rose  . 
.  so  blest  as  thee,  Must  in 
tic  shalt  thou  rise,  More  dread 
.  with  free-dom  found  Shall  to 


1.  When  Bri-tain  first  . 

2.  The  na-tions  not  . 

3.  Still  more  ma  -  jes  - 

4.  The  mu  -  ses  still  . 


from  out  the 
their  turn  to 
f ul  from  each 
thy  hap  -  py 


1  1 


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uremain,  a  -  rose,  a  -  rose,  a  -  rose  from  out  the  az  -  ure  main, 
rants  fall,  must  in  their  turn,  must  in  their  turn  to  ty  -  rants  fall, 
eign  stroke,  more  dread-ful,  dread-ful,  dread-ful  from  each  for-eign  stroke, 
re-pair,  shall  td  thy  hap-py  coast,  thy  hap  -  py  coast  re  -  pair, 


This  was  the  charter, the  char-ter  of  the  land,  And  guar-diaican  -  gels  sang  the  strain. 
While  thou  shalt  flourish,  shaltflour-ish  great  and  free,  The  dreadand  en  -  vy  of  them  all. 

As  the  loud  blast,  the  blast  thatrends  the  sky, Serves  but  to  root  thy  na-tive  oak. 
Blest  Isle  with  beauty,  with  match-less  beao-ty  crown’d  And  man-ly  hearts  toguardthe  fair. 


gits 


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THE  MARSEILLAISE 


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Rouget  de  Lisle,  1792. 
N 


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1.  Ye  sons  of  freedom, wake  to 

2.  0  Lib-er-ty!  can  man  re 

fc- 


glo  -  ry !  Hark, hark, what  myr-iads  bid  you 
sign  thee.Oncehav  -  ing  felt  thy  gen-’rous 


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cries  I  Shallhate-ful  ty  -  rants, mis  -  chiefs  bree 

tame?  Too  long  the  world  has  wept,  be  -  wail 

.1  M.  N  N  N  a  J 

1-  -#■  ,w 

d-ing,  With  hire-ling 
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flan  band,  A f-f right  and  des-o  -  late  the  land,  While 

rantswield;  But  free-dom  is  our  sword  and  shield,  And 

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THE  MARSEILLAISE. 


TIIE  WATCH  ON  THE  RHINE. 


Poetry  by  Max  Schneckf.nburgkr 
Allegro  energico. 


Music  by  Uarl  Wilhelm. 


1;  A  roar  like  thunder  strikes  the  ear, Like 

2.  A  hun-dred  thousand  hearts  beat  high.The 

3.  When  heavenwards  as-cends  the  eye, Our 

4.  As  long  as  Ger-man  blood  still  glows, The 

5.  We  take  the  pledge,  the  stream  runs  high, Our 

t 


clang  of  arms  or  break  -  ers  near.Rush  for-ward  for  the  Ger-man  Rhine!  Who  shields  thee, dear  beloved 
flash  darts  forth  from  ev  -  ’ry  eye,  For  Teu -tons  brave, inured  by  toil,  Pro-tect  their  country’s  holy 
he  -  roes’  ghosts  look  down  from  high  ;  We  swear  to  guard  our  dearbe-quest,  And  shield  it  with  the  Ger-man 
Ger  -  man  sword  strikes  mighty  blov.  s.The  Ger-man  marksman  take  their  stand, No  foe  shall  tread  our  na-tive 
ban -ners  proud  are  waft  -  ing  high ;  On  fo*  the  Rhine.the  German  Rhine,  We,  all  diefor  our  na- tive 


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h-  -0  -0  -0  \  H 

L.'  ^  L 

Rhine?  Dear  Fa  -  ther-land.thou  need’st  not  fear, Thy  Rhineland  watch  stands  firmly  here!  Dear  land, dear 
soil.  ■ 
breast, 
land! 

Rhine.  Hence, Fa  -  ther-land,  be  of  good  cheer, Thy  Rhineland  watch  stands  firmly  here  1  Dear  land, dear 

A  1  S  ■  •  1  „  J 

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DIE  WACHT 

1  F.r  blickt  hinnvf  in  Himmelsau'n, 

Da  HeUlen  Voter  niedesch.au' n, 

Und  srhicort  mit  stolzer  Kampfeslust, 

“Du  Iihein  bleibst  deutsch  wie  meine  Bruit." 
Lieb  Vaterland,  etc. 

t  So  tang  ein  Tropfen  Blut  noch  gliiht, 

Noch  esne  Faust  den  Degen  r.ieht, 


AM  RHEIN. 

Und- noch  ein  Arm  die  Biichie  rpannt. 
Betritt  kein  Feind  hier  deinen  Strand  I 
Lieb  Vaterland ,  etc. 

8  Der  Schwur  erschallt.  die  Woge  rinnl, 

Die  Fahnen  flattern  hoch  im  Wind, 

Am  Iihein,  am' Iihein,  am  deutschcn  Iihein, 
Wir  alle  wollen  Hixtter  sein  I 
Lieb  Vaterland,  etc. 


126 


SCIENTIFIC  AMERICAN 


SEASICKNESS 

The  subject  of  seasickness  is  an  all- 
important  one  to  eighty  per  cent,  of  the 
ocean  travelers.  It  must  be  said  that 
the  boats  of  large  tonnage  have  mini¬ 
mized  this  distressing  ailment  to  a  re¬ 
markable  degree;  the  bilge  keels  have 
also  tended  very  materially  to  reduce 
this  discomfort.  The  causes  and  eti¬ 
ology  are  as  yet  imperfectly  under¬ 
stood.  Some  hold  the  cause  depends 
upon  the  altered  or  affected  functions 
of  the  nervous  centers,  others  refer 
the  cause  to  the  regurgitation  of  bile 


HANDBOOK  OF  TRAVEL 


sons  with  particularly  irritable  stom¬ 
achs  or  of  highly  sensitive  nervous 
system  are  particularly  liable  to  sea¬ 
sickness,  while  with  certain  individuals 
the  symptoms  of  seasickness  are  ex¬ 
hibited  simply  by  going  on  a  vessel  at 
a  pier.  In  this  case,  imagination  is  a 
potent  factor.  The  fact  that  visual 
impressions  predispose  travelers  to  sea¬ 
sickness,  suggests  that  a  sensitive  in¬ 
dividual  when  on  deck  should  shut  his 
eyes. 

Many  preventive  •  measures  have 
been  suggested,  and  numerous  nos¬ 
trums  have  been  sold  for  this 


GAMES  AT  SEA 

into  the  stomach,  and  still  others  to 
irritation  of  the  liver  by  the  unusual 
movements  of  the  body.  There  is 
something  to  be  said  for  each  one  of 
these  alleged  causes,  but  one  thing  is 
very  certain,  that  when  a  landsman 
goes  to  sea,  unless  he  is  an  excellent 
sailor,  the  movements  of  the  ship  and 
the  shifting  lines  and  surfaces  un¬ 
settle  his  visual  stability,  as  the  dif¬ 
ferent  inclinations  unsettle  his  mus¬ 
cular  sense.  The  consequent  derange¬ 
ment  thus  caused  reacts  on  the  nerve 
centers  and  upon  the  visual  sense,  thus 
producing  nausea  and  vomiting.  Per- 


— -BULL  BOARD 

purpose,  but  preventive  measures 
are  practically  limited  to  the  regula¬ 
tion  of  diet  before  a  voyage.  Food 
for  some  days  previous  to  sailing 
should  be  plentiful,  but  of  a  light  and 
nutritious  character;  food  should  not 
be  taken  for  at  least  five  or  six  hours 
before  going  on  board.  The  bowels 
should  be  kept  open  with  a  saline 
aperient  water  or  by  calomel.  If  you 
are  susceptible  to  seasickness  always 
get  as  near  the  center  of  the  dining 
saloon  as  possible,  and  try  to  get  as 
near  the  companion  way  as  possible. 
Grape-fruit,  limes,  etc.,' are  excellent 


SCIENTIFIC  '  AMERICAN  HANDBOOK  OF  TRAVEL 


127 


in  cases  of  seasickness,  also  brandy 
and  ice  in  small  doses.  Champagne  is 
recommended  by  many  doctors  for  this 
ailment ;  it  should  be  taken  in  small 
doses,  using  a  champagne  tap.  Use 
Hunyadi  or  Apenta  water  freely  or 
laxative  salts.  A  hot-water  bag  placed 
at  the  pit  of  the  stomach  is  sometimes 
efficacious.  Three  or  four  drops  of 
chloroform  on  a  lump  of  sugar  often 
prevents  a  bad  attack  of  illness.  Con¬ 
siderable  doses  of  sodium  bromide  and 
antipyrine  often  give  relief.  The  best 
all-around  remedy  is  chlorobrom  ;  this 


as  space  will  permit.  Remember  that 
seasickness  is  only  a  matter  of  two 
or  three  days  in  most  cases ;  in  the 
majority  of  instances  symptoms  are 
all  over  by  the  third  day,  and  by  the 
fourth  day  the  traveler  could  visit  the 
steerage  with  impunity.  Some  travel¬ 
ers,  however,  are  always  sick  from  port 
to  port,  and  they  naturally  dread  the 
voyage  intensely.  There  is  very  little 
hope  for  the  comfort  of  people  who 
are  so  afflicted.  A  little  aromatic 
ammonia  or  cologne  water  is  often 
very  pleasant  in  cases  of  illness.  The 


SHUFFLE  BOARD 
The  Greatset  Game  at  Sea 


is  a  combination  of  chloramide  and 
potassium  bromide.  It  should  be  noted 
that  this  is  not  chloroform.  Ammo¬ 
nium  bromide  is  often  efficacious. 
Great  care  should  he  used  in  eating 
if  you  are  disposed  to  seasickness.  All 
greasy  meats,  pastry,  etc.,  should  be 
eschewed.  Ham  and  bacon,  pork  in 
all  forms,  should  be  left  severely 
alone.  Of  all  beverages,  beer  and 
stout  are  undoubtedly  the  worst  for  j 
those  who  are  predisposed  to  seasick¬ 
ness.  Remain  on  deck  as  much  as 
possible  if  you  feel  ill.  and  get  as  far 
away  from  your  neighbors  who  are  ill  I 


ship’s  doctor  can  do  very  little  to  re¬ 
lieve  passengers  who  are  seasick.  If 
they  knew  of  a  really  successful  rem¬ 
edy,  they  would  hardly  be  in  the  mer¬ 
chant  marine  service,  as  they  would 
be  enabled  to  put  a  really  reliable 
preparation  on  the  market  with  great 
profit  to  themselves.  One  remedy 
which  has  often  been  recommended  is 
morphine  in  small  doses,  say  a  fiftieth 
of  a  grain.  The  writer,  however,  re¬ 
members  an  instance  when  one-fiftieth 
of  a  grain  of  morphine  was  used  and 
the  traveler  who  took  it  was  the  only 
one  sick  out  of  over  five  hundred  pas- 


128 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


sengers.  Enough  has  been  said  about 
this  disagreeable  concomitant  of  the 
sea,  except  to  give  a  few  more  “rem¬ 
edies”  : 


Mosel-Lavalee  recommends  as  a  rem¬ 
edy  for  seasickness  the  following  prepa¬ 
ration  : 

Menthol  .  0.1  gramme. 

Cocaine  hydrochloride  0.2  gramme. 

Alcohol  .  60.0  grammes. 

Sirup  .  30.0  grammes. 

A  dessertspoonful  to  be  taken  at  in¬ 
tervals  of  half  an  hour. 


The  following  is  recommended  by  a 
physician,  as  a  preparatory  treatment, 
to  be  begun  belore  the  trouble  mani¬ 


fests  its  presence  : 

Sodium  bromide .  4  drachms. 

Ammonium  bromide  ...  2  drachms. 
Peppermint  water  ....  3  ounces. 


A  teaspoonful  before  meals  and  at  bed 
time.  Begin  treatment  three  days  be¬ 
fore  going  on  board.  When  preparatory 
treatment  has  been  neglected  and  the 
difficulty  fully  established,  put  a  tea- 
spoonful  in  half  a  tumblerful  of  water, 
add  a  drop  of  fluid  extract  of  ipecac, 
and  give  a  teaspoonful  every  five  min¬ 
utes.  It  is  said  to  generally  relieve  in 
less  than  half  an  hour. 


Another  doctor  recommends  the  fol¬ 


lowing  : 

Oxalate  of  cerium....  2  grains. 
Tincture  valerian,  am- 

moniated  .  1  drachm. 

Water  .  1  ounce. 


Take  at  one  dose. 


A  German  doctor  gives  the  following, 
not  as  an  absolute  preventive,  but  as 
producing  good  results  : 

Sulphate  of  atropine  .  .  r/o  grain. 
Sulphate  of  strychnine  %  grain. 
Peppermint  water  ....  10  fl.  drachms. 

Fifteen  minims  of  this  solution  is  said 
to  give  a  patient  ease  within  half  an 
hour  of  the  time  it  is  used  hypodermi¬ 
cally.  The  doctor  does  not  depend  whol¬ 
ly  upon  the  above  formula,  but  falls 
back  on  the  following  when  the  other 


fails  him  : 

Caffeine  .  64  grains. 

Salicylate  of  sodium .  48  grains. 

Distilled  water . 160  minims. 


A  solution  of  the  above  is  to  be  made 
by  the  aid  of  a  gentle  heat.  The  rem¬ 
edy  is  administered  hypodermically,  the 
same  as  the  former  solution. 


GETTING  TIIE  “SEA  LEGS” 


Landsmen  are  often  .joked  by  mari¬ 
ners,  ancient  and  otherwise,  about 
their  “sea  legs,”  but  with  a  little  care, 
however,  it  is  possible  to  find  one’s 
“sea  legs;”  in  fact,  it  is  much  easier 
than  learning  to  dance.  Select  some 


sheltered  corner  of  the  deck  for  prac¬ 
tice,  where  there  is  an  absence  of 
breeze.  A  long  quiet  roll  is  the  sim¬ 
plest  motion  on  the  whole  to  over¬ 
come.  When  the  ship  rolls  and  pitches 
alternately  the  problem  is  vastly  com¬ 
plicated.  It  will  be  readily  understood 
that  any  permanent  upright  object  on 
the  deck  of  a  vessel  will  be  tilted  or 
listed  to  an  impossible  angle  as  the 
ship  rolls.  Naturally,  the  only  way 
in  which  such  an  object  can  maintain 
its  equilibrium  is  for  it  to  change  its 
position  to  remain  perpendicular  de¬ 
spite  the  position  of  its  base.  The 
whole  trick  of  keeping  one’s  sea  legs 
consists  in  keeping  the  body  as  nearly 
to  a  perpendicular  position  as  possi¬ 
ble,  without  any  regard  for  the  angle 
of  the  deck  beneath.  When  the  ship 
rolls,  as  it  were,  away  from  one,  the 
body  must  be  thrown  in  the  opposite 
direction  to  maintain  the  balance.  As 
the  ship  comes  back  the  body  should 
be  swung  over  to  the  other  side.  The 
body,  in  short,  should  swing  like  a  re¬ 
versed  pendulum.  As  the  ship’s  deck 
falls  away  from  the  horizontal,  the 
tendency  will  be  for  the  body  to  go 
in  the  same  direction.  The  ordinary 
land  lubber  who  is  taken  off  his  guard 
by  such  a  motion,  involuntarily  takes 
a  step,  or  it  may  be  a  plunge,  in  the 
direction  the  ship  takes.  The  scien¬ 
tific  thing  to  do  is  obviously  to  throw 
one’s  body  in  exactly  the  opposite  di¬ 
rection.  There  are  several  ways  of 
doing  this.  One  is  to  maintain  his 
equilibrium  by  bracing  the  body  with 
either  foot.  The  beginner  will  brace 
himself  by  sticking  out  his  foot  to  the 
high  part  of  the  deck.  The  plan, 
however,  is  awkward  and  calls  for 
more  effort  than  any  other.  The  old 
salt  braces  himself  from  the  other  side 
easily  and  without,  as  a  rule,  chang¬ 
ing  the  position  of  his  feet. 

It  will  be  well  for  the  beginner  to 
practice  this  single  step  like  a  figure 
in  dancing  until  it  has  been  quite  mas¬ 
tered  before  making  any  more  ambi¬ 
tious  attempt.  It  will,  of  course,  be 
found  much  easier  to  practice  stand¬ 
ing  with  the  ship  pitching  before  try¬ 
ing  to  walk.  The  whole  trick  is  in 
maintaining  one’s  balance  easily  and 
without  effort.  The  rest  will  come 
naturally.  The  first  lesson,  it  will  be 
seen,  seems  ridiculously  simple,  but 
the  difference  between  the  theory  and 
practice  is  great  and  is  only  to  be 
mastered  with  much  practice.  If  the 
ship  have  much  motion  the  exercise 
will  be  found  to  be  downright  hard 
work. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


129 


The  sailor  stands  easily  and  firmly. 
His  feet  are  braced  against  the  mo¬ 
tion  of  the  ship,  but  from  long  prac¬ 
tice  he  balances  himself  so  easily  that 
there  is  no  suggestion  of  effort  in  his 
pose. 

In  maintaining  his  balance  in  this 
way  the  old  salt  rarely  changes  the 
position  of  his  feet.  An  interesting 
object  lesson  may  be  had,  for  instance, 
when  the  officers  take  the  sun  or  make 
other  observations  in  rough  weather. 
No  matter  how  violently  the  ship  rolls 
or  pitches,  a  sailor  will  stand  without 
moving  his  feet  while  he  makes  such 


embalm  the  body.  He  is  entitled  to 
a  fee  of  twenty  pounds  for  so  doing. 
Deaths  at  sea  are  few,  and  bad  health 
should  not  deter  any  one  from  making 
the  voyage. 

NURSE 

An  experienced  trained  nurse  is  car¬ 
ried  by  most  large  liners  and  is  at  the 
disposal  of  passengers  who  may  be¬ 
come  seriously  ill. 

FEES. 

The  question  of  the  fees  which  are 
to  be  given  on  ocean  steamers  is  a 


ELEVEN  O’CLOCK  SOUP  ON  THE  SUN  DECK 


a  reading.  A  sailor  again  will  scorn 
to  hold  on  to  anything,  and  yet  his 
position  is  absolutely  secure.  The  ex¬ 
planation  is  very  simple.  The  body 
is  balanced  entirely  from  the  knees. 
This  is,  of  course,  an  advanced  stage 
of  the  art  and  comes  only  after  long 
practice. 

DEATH  OF  PASSENGERS 

It  is  a  mistaken  notion  to  believe 
that  first  or  second  class  passengers 
who  die  at  sea  are  consigned  to  the 
deep.  In  fact,  every  first-class  steamer 
carries  •caskets,  and  the  surgeon  will 


most  important  one,  not  entirely  from 
the  amount  of  the  largesse  involved, 
but  owing  to  the  possible  annoyance 
which  may  be  caused  by  a  misunder¬ 
standing  of  the  unwritten  rules  of  the 
sea.  Various  books  dealing  with  the 
subject  of  European  travel  give  the 
very  vague  information  that  ten  shil¬ 
lings,  or  $2.50,  is  to  be  given  to  each 
of  the  stewards,  namely,  the  room 
steward  and  the  table  steward.  This 
rate,  however,  is  not  fixed  by  any 
manner  of  means.  The  writer  has 
prepared  the  following  table  after  con¬ 
sultation  with  an  ex-purser  who  has 


130 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


been  for  many  years  in  the  trans- 
Atlantic  trade,  and  it  is  believed  to 
be  both  equitable  to  the  stewards  and 
fairly  economical  to  the  passenger. 
The  fees  which  are  to  be  given  to  the 
table  steward  may  be  reckoned  at  ten 
shillings,  or  $2.50  for  each  person  oc¬ 
cupying  a  seat  at  the  table,  but 
where  there  is  a  number  in  a  party 
this  amount  can  be  slightly  shaded. 
Thus,  if  there  are  five  in  the  party, 
$10.00  would  be  considered  to  be  an 
ample  fee.  The  following  sliding 
scale  of  fees  for  stateroom  stewards 


of  the  steward  who  has  charge  of  the 
room,  per  person.  This  is  about  what 
would  be  given  had  the  baths  been 
taken  in  the  common  bath-rooms. 

The  bath  steward  will  expect  a  fee 
of  a  dollar  if  several  baths  are  taken. 
A  fee  of  one  shilling  should  be  given 
for  a  single  bath.  The  boys  who  clean 
the  stairs,  passageways,  etc.,  are  tech¬ 
nically  called  “boots,”  and  receive,  on 
English  lines,  half  a  crown  (two  shil¬ 
lings  and  sixpence),  and  the  equiva¬ 
lent  would  prove  satisfactory  on  other 
lines.  There  is  no  difficulty  at  the  end 


\  -y/eatmam 

■  ' 

-  ; 

EX -PRESIDENT  ROOSEVELT  UMPIRING  A  SPAR  PILLOW-FIGHT  AT  SEA 

Kermit  Roosevelt  is  not  absent 


is  based  upon  the  passage  money  paid  i 
per  berth  occupied  : 

Per  Person. 


$80 . 

.  $2.00 

$100 . 

.  2.50 

$125 . 

.  2.50 

$250 . 

.  3.00 

$350 . 

.  3.50 

$400 . 

.  4.00 

$500 . 

.  5.00 

No  scale  of  fees  can  be  recom¬ 
mended  to  those  having  private  suites, 
as  the  fee  should  be  based  on  the  ser¬ 
vices  rendered.  Whore  staterooms 
have  a  private  bath,  about  $1.00  extra 
should  be  added  to  the  compensation 


of  the  voyage  in  ascertaining  who  has 
been  the  particular  person  who  has 
had  charge  of  the  shoe  polishing. 
Shoes  should  be  left  outside  of  the 
door  and  they  will  be  found  cleaned 
in  the  morning. 

The  deck  steward,  provided  that  he 
does  anything  for  a  passenger,  should 
receive  about  $1.00,  or  four  shillings. 
It  is  not  obligatory  to  fee  the  deck 
steward  unless  he  has  performed  some 
actual  services.  Where  ladies  are  in 
the  party,  it  is  customary  to  fee  the 
deck  steward,  as  he  is  apt  to  perform 
many  services,  such  as  locating 
steamer  chairs,  adjusting  steamer 
rugs,  etc.  On  some  lines  the  smoke 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


131 


room  stewards  are  not  allowed  to  put 
out  a  tray  for  the  reception  of  coins 
at  the  end  of  the  voyage.  If  one  has 
used  the  smoke  room  quite  a  good 
deal,  a  fee  of  fifty  cents  should  be 
given.  On  some  lines  passengers  ar¬ 
range  a  subscription  for  the  orchestra 
or  band,  and  on  some  of  the  German 
lines  the  offering  for  “musik”  is  made 
when  the  payments  are  made  to  the 
steward  for  the  wine  account.  Pas¬ 
sengers  should  not  feel,  however,  that 
this  fee  for  “musik”  is  obllgatorv. 
The  band  is  a  source  of  great  annoy- 


senger.  Passengers  who  object  on 
principle  to  the  paying  of  fees  will  find 
the  end  of  their  voyage  very  uncom¬ 
fortable,  and  they  will  undoubtedly 
end  in  paying  the  fees  which  they 
have  begrudged.  It  should  be  remem¬ 
bered  that  the  stewards  only  receive 
a  very  small  compensation  from  the 
company,  and  they  nearly  all  have 
families  depending  upon  them.  Al¬ 
ways  figure  that  if  you  were  not  com¬ 
pelled  to  pay  fees,  your  cost  of  ocean 
passage  would  be  increased.  The  fees 
in  the  second  cabin  are  about  one- 


THE  ROOMY  PROMENADE  DECK 
Gives  Ample  Room  for  Chairs  and  Exercise 


ance  to  many  passengers,  and  they 
should  not  be  compelled  to  pay  for 
something  which  they  did  not  enjoy. 
This  is  practically  the  list  of  fees  as 
regards  the  male  members  of  the 
party.  Stewardesses  who  assist  ladies 
should  be  given  fees  which  may  be 
reckoned  at  about  two-thirds  the  fees 
which  are  given  to  the  room  stewards. 
Where  no  services  have  been  rendered, 
no  fees  are  expected.  There  are,  how¬ 
ever,  very  rare  instances  where  this 
occurs.  The  fees  to  the  room  stew¬ 
ards,  table  stewards,  and  bath  stew¬ 
ards,  should  not  be  evaded  by  the  pas- 


half  those  paid  in  the  first  cabin. 

All  fees  are  payable  at  the  time  of 
debarkation.  Under  no  circumstances 
pay  any  fees  whatsoever  until  the  end 
of  the  voyage,  as  stewards’  memories 
are  apt  to  be  somewhat  short.  A  care¬ 
ful  perusal  of  the  hints  relative  to 
feeing  will  prevent  annoying  misun¬ 
derstandings. 

Some  persons  recommend  that  the 
head  steward  be  feed  immediately  on 
coming  aboard.  This  seems,  however, 
like  an  unnecessary  expense,  as  the 
conditions  under  which  he  is  hired  are 
entirely  different  from  those  of  the  or- 


132 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


dinary  steward.  New  conditions  have 
introduced  new  problems  into  the  fee¬ 
ing  question :  thus  the  gymnasium 
steward  should  be  feed  if  the  gymna¬ 
sium  has  been  used — fifty  cents  should 
be  sufficient. 

OCEAN  STOP-OVER 

Passengers  who  wish  to  disem¬ 
bark  at  a  port  of  call  when  the 
steamer  is  going  to  other  ports  should 
notify  the  baggage  master,  or  if  there 
is  none  on  board,  the  purser,  in  order 
that  the  baggage  may  be  looked  up 


righted  books ;  they  are  liable  to  be 
confiscated  if  found.  Passengers  land¬ 
ing  in  England  are  allowed  to  bring 
in  a  pint  of  drinkable  spirits,  or  a 
half  pound  of  cigars  or  tobacco. 
Such  articles  must,  however,  be  de¬ 
clared  to  the  Customs  inspector.  All 
tobacco  must  be  declared  at  the  Ital¬ 
ian  Customs  under  penalty  of  a 
heavy  fine.  Living  plants  must 
not  be  brought  into  Germany,  and 
the  importation  of  medicines  is  pro¬ 
hibited  in  a  number  of  countries  on 
the  Continent,  such  as  France.  Nor¬ 
way,  Russia  and  Sweden.  A  sufficient 


%  '■  -  ~  V  * 

■3V*  /  )  l  Uj 

p  w 

1  *  ’  W 
ll  t  i 

THE  KITCHEN  GARDEN  ON  THE  “  AMERIKA” 
First  Strawberries  are  Grown  in  Pots 


and  landed.  Stop-over  privileges  are 
usually  allowed  on  steamships,  and  the 
necessary  arrangements  can  be  made 
with  the  purser.  No  general  rule  can 
be  given. 

FOREIGN  CtSTOMS 
There  are  a  number  of  articles 
which  must  not  be  imported  into  some 
countries.  Thus,  foreign  matches  and 
playing  cards  must  not  be  imported 
into  France,  matches  l>eing  a  national 
monopoly.  In  England  it  is  forbidden 
to  bring  in  reprints  of  English  copy- 


quantity  for  the  journey,  however,  is 
usually  allowed.  On  the  Continent 
enough  cigars  are  usually  allowed  for 
a  railway  journey,  say  a  cigar  case 
full.  Guns  must  pay  duty  in  Ger¬ 
many,  Belgium  and  Portugal.  Special 
permits  are  required  for  the  importa¬ 
tion  of  guns  in  Spain.  Dogs  are  free 
in  most  countries;  we  have  already 
referred  to  the  importation  of  dogs 
into  Great  Britain  without  a  license. 

The  tables  under  statistical  infor¬ 
mation  give  distances  from  principal 
ports  abroad  to  places  in  this  country. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  133 


THE  SEA  POST  OFFICE. 

On  many  of  the  trans-Atlantic  lines 
having  mail  contracts  a  “marine  post 
office”  is  in  operation.  There  are  sea 
post  offices  on  nearly  all  of  the  ex¬ 
press  steamers  belonging  to  lines  hav¬ 
ing  mail  contracts.  The  post  office 
proper  is  usually  located  on  the  main 
deck  of  the  steamer,  while  below  it, 
say,  two  decks  lower,  is  a  large  stor¬ 
age  room.  The  post  office  is  provided 
with  the  requisite  sorting  shelves, 
pigeon  holes,  packing  and  stamping 


cabin,  and  the  subalterns  in  the  second 
cabin.  On  one  of  the  German  lines, 
for  example,  the  staff  consists  of  two 
German  and  two  United  States  post 
office  clerks,  and  three  German  post 
office  subaltern  officials,  furnished  by 
the  postal  administration  of  the  Ger¬ 
man  Empire  alone,  because  this  class 
of  officials  is  not  known  in  the  United 
States  postal  service,  where  the  work 
done  by  the  German  subalterns  is  at¬ 
tended  to  by  the  post  office  clerks.  In 
the  direction  towards  America,  the 
German  post  office  clerk,  and  on  the 


THE  ANCHOR  WINDLASS 
Is  of  Immense  Size.  Note  the  Size  of  the  Man 


tables,  as  well  as  bag  stands,  which 
serve  to  secure  the  bags  for  the  recep¬ 
tion  of  the  sorted  letters.  Through  a 
window  in  the  door  of  the  room  the 
officials  communicate  with  passengers 
(when  necessary).  The  registered 
mail  is  sorted  m  a  specially  screened 
off  space.  The  storage  rooms  are  usu¬ 
ally  connected  with  the  post  office  by 
electric  elevators.  If  the  mail  is  so 
bulky  that  the  office  rooms  are  not 
sufficient  for  its  accommodation,  part 
of  the  sealed  mail  sacks  are  stored  in 
the  hold  of  the  ship.  The  post  office 
clerks  are  accommodated  in  the  first 


trip  to  Germany,  the  United  States 
post  office  clerk,  is  the  chief  official 
of  the  sea  post  office  on  board,  and 
consequently  is  responsible  for  the 
mails.  The  passengers  are  not  admit¬ 
ted  to  the  sea  post  office  rooms.  It  is 
the  principal  business  of  the  post  office 
clerks  on  the  trips  to  New  York  to 
sort  the  United  States  mail,  particu¬ 
larly  lettei’s  and  postal  cards,  in  such 
a  manner  that  they  are  ready  either 
for  immediate  delivery  in  New.  York 
City  or  for  transfer  by  the  next  inland 
mail ;  on  the  trips  to  Germany  the 
mail  for  the  German  terminal  post 


134 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


offices  is  to  be  dealt  with  so  as  to  have 
a  large  portion  of  the  German  mails 
ready  for  disembarkation  at  Plymouth 
and  Cherbourg,  whence  they  are  for¬ 
warded  to  the  places  of  destination  by 
the  faster  overland  routes.  The  post 
office  clerks  are,  moreover,  responsible 
for  the  methodical  transfer  and  safe 
storage  of  the  mails,  for  the  emptying 
of  the  ship  letter  boxes  and  the  han¬ 
dling  of  the  correspondence  deposited 
therein,  they  have  to  attend  to  ordi¬ 
nary  and  registered  correspondence 
handed  in  at  the  post  office  window  by 


granli  messenger  provided  by  the  post 
office  of  the  said  port.  The  sea  post 
offices  keep  a  stock  of  postage  stamps, 
etc.,  of  both  the  German  and  United 
States  postal  administrations  for  sale  ; 
for  the  payment  of  the  postage,  Ger¬ 
man  postage  stamps  must  be  used 
when  the  articles  are  posted  in  German 
ports  or  on  the  trip  from  Germany 
to  New  York,  and  postage  stamps 
of  the  United  States  must  be  used 
when  the  correspondence  is  posted  in 
ports  of  the  United  States  or  during 
the  trip  from  New  York  to  Bremer- 


SEA  POST  OFFICE  ON  THE  “OCEANIC” 
Here  the  Mail  is  Sorted  En  Route 


the  passengers  and  crew,  to  sell  post¬ 
age  stamps,  postal  cards,  etc.,  to  the 
passengers  and  crew,  to  distribute  cor¬ 
respondence  arrived  for  the  latter,  and 
to  watch  over  the  safe  delivery  of  the 
closed  mails  at  the  ports  of  call  and 
the  terminal  port  of  the  voyage.  Fur¬ 
thermore,  it  is  the  business  of  the  sea 
post  office  clerks  to  receive  telegrams 
from  the  passengers  and  crew,  during 
the  trip  from  the  last  port  of  call  to 
the  German  terminal  port,  to  pre¬ 
pay  them  and  forward  them  to  the 
place  of  destination  immediately  after 
landing  in  the  German  port  by  a  tele¬ 


haven.  During  the  stay  of  the  steamer 
at  ports  of  call,  only  such  letters  can 
be  received  as  are  prepaid  by  postage 
stamps  of  the  country  in  which  the 
port  of  call  is  located.  Since  January 
1,  1909,  a  new  tariff  is  in  force  by 
which  letters  are  carried  between  the 
United  States  and  Germany,  and  the 
United  States  and  England,  for  two 
cents  per  half  ounce.  The  ship  letter 
boxes  must  be  emptied  at  least  once  a 
day,  and  immediately  before  the  arri¬ 
val  at  each  port  touched  on  the  line. 
All  correspondence  taken  from  the 
boxes  is  stamped  with  the  date  stamp, 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


135 


which  is  changed  daily.  During  the 
stay  of  the  steamer  at  ports  of  call  the 
ship  letter  boxes  must  be  kept  closed, 
so  as  to  avoid  letters  prepaid  by  other 
than  the  stamps  admissible  for  the 
respective  country  being  dropped  into 
them.  Upon  the  arrival  of  the  steamer 
at  Quarantine  Station  at  Staten  Is¬ 
land  the  United  States  mail  steamer  is 
found  in  waiting  to  take  the  mail  and 
convey  it  quickly  to  the  harbor  post 


MAILING  A  LETTER  AT  SEA 

office  in  New  York,  when  the  mail 
carts  carry  it  to  the  district  post 
offices  or  to  the  railway  stations.  The 
time  is  surely  near  when  all  fast 
steamers  plying  between  New  York 
and  foreign  ports  will  be  fitted  with 
floating  post  offices  in  which  European 
and  United  States  post  office  clerks 
will  effect  the  postal  traffic  between 
the  three  continents  of  Europe,  Amer¬ 
ica  and  Asia  for  the  benefit  of  trade 
and  industry. 

CIGARS 

Cigars  are  good  and  cheap  in  Hol¬ 
land,  fair  in  Germany  and  England, 
and  are  extremely  bad  in  France,  and 
the  Italian  cigars,  particularly  the  so- 
called  “Virginias,”  with  a  straw  and 


broom  corn  to  assist  the  drawing  of 
the  smoke,  are  beyond  the  pale.  Those 
who  do  not  enjoy  the  smell  of  tobacco 
smoke  should  seek  compartments  la¬ 
beled,  “For  non-smokers,”  but  where 
the  universal  custom  is  to  smoke,  as 
in  Holland,  the  visitor  has  no  guar¬ 
antee  that  this  is  a  safeguard,  but  if 
a  passenger  objects  to  smoking  while 
seated  in  a  non-smoking  compartment, 
he  can  compel  the  officials  of  the  train 
to  stop  the  offender.  Ladies  traveling 
alone  should  occupy  the  special  com¬ 
partment  res,  ved  for  them,  usually 
marked  “Dames,”  or  “Darnen,”  on  the 
Continent,  as  this  is  the  only  guar¬ 
antee  that  they  will  not  have  to  en¬ 
dure  smoking. 


SHORT  DAY  TOURS  FROM  LONDON 

Southend.  By  London,  Tilbury  &  South- 
end  Railway  from  Fenchurch  St.,  Great 
Eastern  Railway,  Liverpool  St.,  Midland  St., 
Pancras.  45  miles.  Cheap  fares  every  day 
during  summer.  Popular  pleasure  resort  at 
mouth  of  Thames,  2s.  6d.  round  trip. 

Tunbridge  Wells.  South  Eastern  and 
Chatham  and  London,  Brighton  &  South 
Coast  Railways,  32  x/>  miles.  Fares  3rd  class 
5s.  5d.  round  trip.  Cheap  tickets  on  frequent 
days  during  season.  Chalybeate  Springs, 
Old  Promenade,  "Ye  Pantyles,”  Church  of 
King  Charles  the  Martyr  with  magnificent 
plaster  ceiling.  A  central  point  for  reaching 
many  historic  castles  and  seats  in  the  neigh¬ 
borhood,  many  of  which  are  now  ruins,  includ¬ 
ing  Penshurst  Place,  the  home  of  the  Sidneys; 
Hever  Castle,  the  home  of  Anne  Boleyn,  now 
the  residence  of  Mr.  W.  W.  Astor;  Bridge 
Castle,  the  seat  of  Marquess  of  Abergavenny; 
Bayham  Abbey,  residence  of  Lord  Camden; 
Tonbridge  Castle;  Knole  Park,  home  of  the 
Sackvilles;  Ightham  Moat,  one  of  the  finest 
examples  of  an  Old  English  Manor  House; 
Bodlam  Castle;  Mayfield  Palace;  Brambletye 
Ruins.  Magnificent  scenery. 

Hastings  and  St.  Leonards.  South 
Eastern  and  Chatham  Railways.  Popular 
pleasure  resort  on  south  coast.  Cheap  tickets 
on  frequent  days  during  the  season.  Baute 
Abbey,  site  of  Hastings  battlefield,  a  few  miles 
to  north,  and  spot  where  Harold  fell. 

Margate,  Ramsgate,  Broadstairs,  Sand¬ 
wich,  Deal,  Dover,  Folkestone.  Popular 
pleasure  resorts  on  South  Eastern  Railway. 
Cheap  tickets  on  frequent  days  during  the 
summer.  Boats  also  ply  daily  between  these 
points  and  London  Bridge,  affording  an  excel¬ 
lent  impression  of  shipping  on  Thames. 

Canterbury.  South  Eastern  &  Chatham 
Railway.  Cathedral  and  its  historic  points 
such  as  Becket’s  Tomb;  St.  Martin’s  Church; 
associations  with  Charles  Dickens  (David 
Copperfield);  Old  English  Houses. 

Remember  that  Parisians  do  not  care  to 
see  foreigners  at  their  places  of  amusement 
in  traveling  costume:  dress  well  and  suitably. 
If  you  brought  evening  clothes  with  you,  do 
not  hesitate  to  wear  them. 


PART  III 


THE  SHIP 


THE  PRINCIPLES  OF  SUIT  DESIGN. 


Each  ship  afloat  is  displacing,  ac¬ 
cording  to  the  size  and  shape  of  her 
hull,  a  mass  of  water  which  would  be 
otherwise  occupying  the  same  position 
as  is  now  being  occupied  by  the  vessel 
itself.  The  ship  is  being  pulled  down¬ 
ward  by  that  invisible  cord  of  attrac¬ 
tion  which  drags  at  its  center  of  grav- 
,  ity.  The  same  upward  thrust  which 
supported  the  mass  of  water  displaced 
by  a  ship  supports  the  ship  herself 
when  she  displaces  that  water.  This 
upward  thrust  may  be  regarded  as  con¬ 
centrated  at  the  point  which  was  the 
center  of  gravity  of  the  displaced 
water,  which  point  is  therefore  called 
the  “center  of  buoyancy.”  When  a 
ship  is  floating  on  an  even  keel  in  stiil 
water  these  two  points,  the  center  of 
gravity  and  the  center  of  buoyancy, 
are  always  in  the  same  vertical  line, 
but  seagoing  ships  are  very  seldom  on 
an  even  keel,  for  the  wind  and  the 
waves  always  tend  to  incline  the  ship 
away  from  the  upright.  It  is  of  su¬ 
preme  importance  to  the  safety  of  the 
ship,  when  she  is  thus  inclined,  that 
she  should  be  of  such  a  form  as  to  tend 
to  return  to  the  upright  position, 
rather  than  to  depart  further  from  it. 
When  this  is  the  case  the  sliij)  itself  is 
always  struggling  to  remain  upright, 
and  she  is  said  to  be  in  “stable  equilib¬ 
rium.”  On  the  other  hand,  if,  when 
heeled  over  by  external  forces,  such 
as  the  wind  or  waves,  she  tends  of 
herself  to  heel  still  further — in  other 
words,  to  capsize — she  is  said  to  be  in 
“unstable  equilibrium.” 

Naval  architects  have  computed  all 
of  these  elements  in  ship  design  with 
minute  accuracy,  and  by  means  of 
models  and  towing  tanks  they  are  usu¬ 
ally  able  to  determine  the  possible  per¬ 
formance  of  the  boat  prior  to  construc¬ 
tion.  The  nomenclature  of  naval 
architecture  is  rather  confusing  to  the 
lay  mind,  with  its  “transverse  meta- 
ce'ntre”  and  meta-centric  height”  and 
other  terms. 


A  ship  is  not  meant  merely  to  float ; 
it  must  also  make  progress  through 
the  water.  The  facility  with  which 
she  can  do  this  is  important  in  two 
ways — first,-  it  reduces  the  cost  of 
power,  in  other  words,  it  decreases  the 
coal  consumption ;  secondly,  it  in-  • 
creases  the  earning  power  of  the  ship. 
The  more  quickly  a  vessel  can  per¬ 
form  a  given  trip,  the  more  trips  she 
can  make  in  a  year,  and  the  larger  the 
sum  for  freight  and  passage  money 
will  be  which  she  can  earn. 

The  under-water  portion  of  a  ship’s 
hull  may  be  of  any  degree  of  fineness 
from  the  shape  of  a  rectangular  tank 
or  a  “Noah’s  Ark”  down  to  the  sharp, 
“easy”  form  of  a  2fi-knot  “flier.” 
Broad  and  chunky  boats  are  said  to 
be  “full  bodied”  or  “full  lined but 
when  the  degree  of  fineness  becomes 
more  pronounced,  the  ship  is  said  to 
have  fine  lines,  and  the  obtaining  of 
the  proper  “coefficient  of  fineness”  is 
one  of  the  most  difficult  problems  of 
the  naval  architect.  The  best  exam¬ 
ple  of  fine  lines  run  riot  is  in  the  mod¬ 
ern  racing  yacht.  In  designing  a 
cargo-carrier  there  is  less  scope  for  the 
skill  of  the  designer  than  in  drawing 
the  plans  for  the  express  passenger 
steamer,  which  must  make  the  trip  in 
record  time  through  all  kinds  of  seas. 
The  builders  of  a  ship  have  to  reckon 
not  only  with  fair  weather,  but  with 
foul,  and  upon  her  behavior  in  a  sea 
depends  the  comfort  of  a  ship’s  pas¬ 
sengers,  the  popularity  of  the  ship  and 
her  earning  power  as  a  money  pro¬ 
ducer  for  her  owners. 

A  ship’s  motion  in  a  sea  is  of  two 
kinds — “pitching”  and  “rolling,”  the 
rising  and  falling  of  her  two  ends  and 
the  rising  and  falling  of  her  sides.  A 
cross  sea  may  produce  a  kind  of  cork¬ 
screw  motion,  which  is  really  a  com¬ 
bination  of  both  and  which  is  usually 
disastrous  to  a  bad  sailor.  Steamers 
usually  roll  more  than  sailing  ships, 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI 


13  7 


because  of  their  flat  bottoms  and  also 
because  the  pressure  of  wind  on  the 
sails  tends  to  keep  the  sailing  ship 
steady.  Until  a  few  years  ago  even 
steamships  engaged  in'  trans-Atlantic 
traffic  carried  sails  and  sailors  to  oper¬ 
ate  i  them  to  steady  the  vessel.  This 
was  in  constant  use  twenty  years  ago, 
but  is  unknown  to-day.  On"  the  other 
hand,  the  sailing  ship  usually  pitches 
more  than  a  steamer.  Either  of  these 
two  movements  has  a  very  serious 
effect  upon  a  vessel’s  speed,  but  of  the 
two  pitching  has  the  greater  effect  in 


Waves  are  said  to  have  been  observed 
that  were  over  2700  feet  long,  and 
they  have  frequently  been  observed  to 
be  500  to  GOO  feet  long;  but  200  feet 
is  the  ordinary  length.  The  shorter 
the  wave  length — that  is,  the  more  fre¬ 
quent  the  wave — the  slower  is  the  rate 
of  travel,  but  the  more  violent  the  up 
and  down  motion.  Rolling  is  a  per¬ 
sistent  trouble  with  steamers  and  may 
develop  into  a  very  dangerous  oscilla¬ 
tion,  though  its  effect  in  reducing  speed 
is  not  nearly  so  marked  as  is  that  of 
pitching.  Though  it  may  become  dan- 


U  /Jr. 

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aFFtI 

iff***  ''  '  ‘f 
[ 

THE  KEEL  OF  THE  “OLYMPIC” 

The  New  Steamer  of  the  White  Star  Line.  With  Her  Sister  Ship  the  “Titanic”  she  is  one 
of  the  Largest  Ships  in  the  World,  which  will  be  placed  in  commission  in  a  few  months 


retarding  the  vessel.  When  the  screw 
begins  to  be  lifted  out  of  the  water 
and  “race,”  and  the  ship  takes  in  a 
good  deal  of  water  over  the  bows,  the 
engines  are  slowed  down.  It  is,  there¬ 
fore,  the  ship  that  moves  most  easily 
over  the  waves  without  needing  to  slow 
down  on  account  of  weather  that 
makes  the  most  regular  and  punctual 
voyages.  A  very  important  factor  in 
reducing  the  liability  to  pitching  is  the 
great  increase  in  the  length  of  ships. 
It  was  noticed  when  the  “Great  East¬ 
ern”  was  in  commission  that  she  was 
much  less  liable  to  pitch  than  smaller 
boats.  A  wave  length  varies  greatly. 


gerous,  rolling  is  not  often  fatal. 
rl  here  are  several  structural  devices 
for  checking  rolling,  such  as  wing 
tanks,  but  these  are  not  adopted  for 
passenger  steamers,  where  the  accom¬ 
modations  are  required  for  outside 
cabins.  The  bilge  keel,  however,  tends 
to  minimize  the  rolling  of  vessels.  It 
is  a  keel-like  projection  on  the  bilge 
or  curve  of  the  ship’s  floor.  They  are 
fitted  in^  pairs,  one  on  each  side  of  the 
ship.  The  bilge  keel  is  usually  about 
one-third,  sometimes  as  much  as  one- 
half,  the  total  length  of  the  ship.  Its 
width  varies  from  nine  inches  to  as 
much  as  three  feet.  Bilge  keels  are 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


often  fitted  fore  and  aft,  from  amid¬ 
ships,  side  to  side,  where  their  action 
is  most  pronounced. 

There  are  two  types  of  bow  in  mod¬ 
ern  ships — the  straight,  which  fre¬ 
quently  rakes  a  little,  and  the  clipper. 
The  former  is  used  for  nearly  all 
steamers  and  the  latter  is  used  for 
most  sailing  ships. 

A  ship  has  two  bottoms,  several  feet 
apart,  and  the  space  between  is  divid¬ 
ed  by  longitudinal  and  transverse  plat¬ 
ing  into  hundreds  of  separate  water¬ 
tight  cells.  If  the  outer  bottom  is  per- 


the  distortion  is  called  “sagging.”  The 
latter  condition  occurs  when  the  ends 
are  supported  on  two  waves ;  the  for¬ 
mer  when  the  ends  are  comparatively 
unsupported  and  there  is  a  wave  at 
i  the  center. 

Such  are,  in  brief,  a  few  of  the  con¬ 
ditions  which  have  to  be  met  and  con¬ 
quered  by  the  naval  architect,  whose 
work  is  almost  beyond  belief. 

THE  CONSTRUCTION  OF  THE 
SHIP. 

This  section  is  abstracted  in  part 
from  Mr.  .T.  R.  Howden's  book,  enti- 


SS  J  t 

mm 

1%  * 
la 

{Tfe  j 

CONSTRUCTION  OF  THE  GEORGE  WASHINGTON 
Showing  the  Spectacle  Frames  for  the  Propeller  Shafts 


forated,  the  inflowing  water  fills  only 
the  cell  that  is  affected.  Similarly  the 
whole  interior  of  the  hull  is  divided 
into  large  compartments  by  bulkheads 
that  run  clear  across  the  ship  from 
side  to  side. 

In  designing  the  structure  of  the 
ship  the  points  of  strain  must  be 
known  and  provided  for,  both  when  a 
ship  is  running  in  ballast  as  well  as 
when  she  is  fully  laden.  On  the  whole, 
the  ends  of  the  ship  tend  to  droop  and 
the  center  to  bend  upwards,  and  the 
deflection  is  called  “hogging.”  On  the 
other  hand,  when  the  center  tends  to 
droop  and  the  ends  to  bend  upwards, 


tied  “The  Boys’  Book  of  Steamships,” 
which  should  be  in  every  library. 

The  principal  member  of  the  longi¬ 
tudinal  framing  is  the  center  keel  with 
its  keelson.  In  large  vessels  the  keel 
and  keelson  are  joined  together  by  a 
rigid  web,  which  virtually  forms  one 
extremely  safe  and  strong  beam.  On 
either  side  of  the  keel  are  arranged 
one  or  more  keelsons,  varying  with  the 
size  of  the  ship.  The  outermost  of 
these  is  placed  where  the  bottom  of 
the  ship  begins  to  turn  upward  to  the 
sides,  and  is  termed  the  “bilge  keel¬ 
son.”  Other  longitudinal  beams  run 
along  the  ship’s  side  nearly  the  whole 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


139 


length  of  the  vessel ;  these  beams  are 
called  stringers,  and  the  lowermost  of 
them  is  the  bilge  stringer.  The  ship’s 
longitudinal  framing  is  finished  off  by 
a  stem  and  stern  post,  to  both  of  which 
the  center  keel  and  keelson  are  secure¬ 
ly  attached  by  massive  castings.  The 
strain  to  which  the  decks  are  subject¬ 
ed  at  the  stern  arises  principally  from 
the  vibration  set  up  by  the  propellers. 
At  the  bows,  however,  concussive 
blows  from  the  waves  are  often  experi¬ 
enced,  so  that  the  stem  of  the  ship 
must  be  well  reinforced.  The  side 
keelsons  and  stringers  are  stopped  a 
little  abaft  the  stem  and  their  ends  are 
then  united  by  stout  V-shaped  gusset 
plates,  called  “breast  hooks.”  These 
breast  hooks  securely  lock  the  string¬ 
ers  and  side  plating  of  the  ship  to¬ 
gether  and  form  a  valuable  support  to 
the  massive  stem  bar  in  its  oftentimes 
violent  impact  with  the  waves,  as  well 
as  in  the  case  of  the  more  serious 
event  of  an  end-on  collision.  This  lat¬ 
ter  risk  is  still  further  provided 
against  by  a  massive  collision  bulk¬ 
head,  placed,  according  to  Lloyd’s 
rules,  at  a  distance  of  one-twentieth 
of  the  ship’s  length  abaft  the  stern. 
This  collision  bulkhead  has  often  done 
good  service,  as  when  the  Guion  Line 
steamer  “Arizona”  ran  full  tilt  into 
an  iceberg  in  1879,  her  bows  crum¬ 
pled  up  like  tissue  paper,  but  the  bulk¬ 
head  stood,  and  she  reached  St.  Johns, 
Newfoundland,  in  safety.  The  writer 
has  made  one  voyage  in  this  vessel, 
which  was  in  no  way  impaired  by  the 
accident. 

'Flie  transverse  framing  consists  of 
very  deep  plates  fitted  between  the 
keelsons  on  the  ship’s  bottom.  Above 
the  turn  of  the  bilge  these  run  up 
into  the  side  frames,  which  are  very 
numerous  and  are  spaced  about  two 
feet  apart.  The  “Mauretania”  has  300 
frames  in  her  790  feet  of  overall 
length.  Most  of  these  frames  are 
spaced  32  inches  apart,  an  interval 
which  is  diminished  to  26  inches  for¬ 
ward  and  25  inches  aft.  All  large 
ships  nowadays  are  built  with  double 
bottoms,  the  plan  which  was  first 
adopted  by  Brunei  for  the  “Great 
Eastern.”  The  depth  of  the  double 
bottom  of  the  “Mauretania”  is  gener¬ 
ally  five  feet,  increasing  to  six  feet 
under  the  engine  rooms.  Sometimes 
this  doubling  of  the  ship’s  plating  is 
carried  some  distance  up  the  side.  The 
space  so  obtained  is  available  for 
water  ballast  when  necessary.  The 
third  and  last  element  of  a  ship’s 
structure  is  the  shell  plating.  Several 


different  methods  of  arranging  the  steel 
plates  are  in  vogue.  The  neatest  is 
the  edge  to  edge  or  flush  system.  But 
usually  some  way  of  overlapping  the 
plates  is  preferred.  Recent  improve¬ 
ments  in  the  rolling  of  plates  have  en¬ 
abled  them  to  be  made  of  considerable 
size.  This  is  a  great  advantage,  as  it 
reduces  the  number  of  joints  which 
need  to  be  made.  The  heaviest  and 
largest  plates  in  the  “Mauretania” 
weigh  from  four  to  five  tons  and  meas¬ 
ure  forty  feet  long.  Plates  of  this  size 
are  fitted  at  the  turn  of  the  bilge.  The 
ordinary  plates  in  this  ship  are  thirty- 
four  feet  long.  When  plates  are  fitted 
edge  to  edge,  a  covering  strake,  as  it 
is  termed,  is  usually  worked  over  the 
joint. 

A  vessel’s  deck,  in  addition  to  its 
primary  function  of  keeping  the  inte¬ 
rior  of  the  ship  dry,  may  also  be  made 
to  'contribute  greatly  to  the  longitudi¬ 
nal  strength.  To  do1  this  two  condi¬ 
tions  must  be  fulfilled — the  deck  must 
be  continuous,  that  is,  without  any 
complete  break  extending  right  across 
it,  and  also  it  must  be  of  steel.  A 
wooden  deck,  even  if  laid  on  steel 
beams,  is  of  little  or  no  help  in  secur¬ 
ing  structural  strength,  because  the 
stout  holts  which  secure  the  deck 
planking  will  shear  through  the  wood 
as  it  expands  and  contracts,  and  thus 
work  loose,  long  before  the  steel  hull 
has  begun  to  stand  in  need  of  any  addi¬ 
tional  resisting  power  which  a  deck 
might  impart.  Accordingly,  in  large 
ships,  decks  are  built  of  steel  plates 
laid  on  and  secured  to  steel  beams. 
A  ship  thus  built  takes  the  form  of  an 
exceedingly  strong  steel  box,  the  deck 
or  decks  being  virtually  continuations 
of  the  vessel’s  sides  and  securely  tying 
together  stem  and  stern. 

On  page  145  is  given  a  graphical  idea 
of  the  difference  in  size  between  the 
“Mauretania,”  the  “Half  Moon”  and 
the  little  “Clermont.”  The  advent  of 
this  Hudson  River  boat,  which  marked 
an  epoch  in  steam  navigation,  was  fit¬ 
tingly  celebrated  in  September,  1909. 
by  imposing  marine  and  land  pageants. 

The  coal  bunkers  are  near  the  stoke¬ 
hold,  so  that  the  trips  of  the  coal  pass¬ 
ers  are  minimized  as  much  as  possible. 
A  ship  is  coaled  either  by  hand  or  by 
machinery  ;  where  the  latter  is  used  it 
is  sometimes  possible  for  a  vessel  to 
discharge  cargo  and  coal  and  get  away 
within  twenty-four  hours,  as  was  done 
in  January,  1910,  by  a  vessel  of  the 
American  Line.  One  of  our  engrav¬ 
ings  gives  an  idea  of  what  the  stoke¬ 
hold  is  like.  There  are  204  firemen 


140 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


and  120  trimmers  on  the  “Maure¬ 
tania.”  They  are  divided  into  three 
watches  of  08  firemen  and  40  trim¬ 
mers  each.  Each  watch  is  on  duty 
continually  for  four  hours  at  a  time. 
The  trimmers  are  busy  all  the  time, 
some  are  trimming  the  coal  in  the 
great  bunkers  so  that  no  sudden  lurch 
of  the  ship  may  cause  any  serious 
shifting,  which  may  endanger  the  lives 
of  the  men  in  the  bunkers,  or  even  the 


cleaned  in  order  to  prevent  the  checking 
of  the  draft  to  the  fires.  The  ordinary 
Scotch  boilers,  which  are  made  in  vari¬ 
ous  sizes  up  to  18  feet  in  diameter 
and  as  much  as  20  feet  in  length,  are 
fired  from  both  ends  and  there  may  be 
two  or  even  four  furnaces  at  either 
end.  On  the  “Mauretania”  there  are 
eight  furnaces  for  each  of  her  23 
double-ended  boilers.  The  products  of 
combustion  as  they  are  formed  on  the 


LONGITUDINAL  SECTION  OF  THE  TWIN  SCREW  - 


1. 

Second  Class  Promenade  Deck 

14. 

Vienna  cafe  (smokers) 

2. 

Reserve  rudder  machine 

15. 

First  class  cabin 

3. 

Rudder  machine 

16. 

Bathroom 

4. 

Second  class  Smoking  room 

17. 

Lavatory 

5. 

Second  class  cabin 

18. 

Post  office 

6. 

Second  class  Ladies’  saloon 

19. 

Second  class  pantry 

7. 

Second  class  Dining  room 

20. 

Second  class  kitchen 

8. 

Baggage  room 

21. 

Firemen  and  trimmers 

9. 

Shaft  tunnel 

22. 

Engine  room 

10. 

Rudder 

23. 

First  class  Smoking  room 

11. 

Screw 

24. 

First  class  cabins 

12. 

Double  bottom 

25. 

Doctor’s  cabin 

13. 

Vienna  cafe  Shelter 

26. 

Barber’s  room 

stability  of  the  ship  ;  others  are  shov¬ 
eling  coal  into  the  wheelbarrows,  in 
which  it  is  conveyed  to  the  firemen  and 
dumped  down  before  the  392  furnaces. 
The  business  of  firing  demands  great 
physical  endurance,  also  considerable 
judgment  and  skill  in  feeding  the  fire 
properly,  as  it  must  be  kept  clear  and 
burning  brightly.  The  furnaces  must 
also  be  cleaned  and  the  clinkers  and 
ashes  knocked  out  into  the  aslipans  be¬ 
neath.  The  ashpans  must  in  turn  be 


grate  are  drawn  through  the  furnace 
by  the  fierce  draft  into  the  combustion 
chamber  at  the  back,  where  these  gases 
are  mingled  wfitli  air  passing  under¬ 
neath  the  grate.  To  increase  the  flow 
of  air  to  the  combustion  chamber  vari¬ 
ous  devices  are  employed.  Sometimes 
the  boiler  room  is  airtight,  and  the  air 
in  it  is  constantly  kept  at  a  greater 
pressure  than  that  of  the  atmosphere 
outside.  This  plan  is  not  often  adopt¬ 
ed  except  in  the  Navy,  as  it  has  sev- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


141 


eral  objections.  Sometimes  only  the 
furnace  and  ashpit  are  closed  in,  and 
air  is  forced  in  under  pressure.  The 
system,  known  as  “Howden's,”  from 
the  name  of  its  inventor,  is  largely  in 
use  in  the  Merchant  Service,  and  con¬ 
sists  chiefly  in  heating  the  air  before 
it  enters  the  furnace  ;  this  is  the  plan 
adopted  in  the  “Mauretania.”  Yet  a 
fourth  plan  is  to  suck  air  through  the 
furnace  by  a  blower  placed  at  the  base 


flame.  Some  idea  of  fuel  consumption 
may  be  obtained  from  figures  regard¬ 
ing  the  “Deutschland,”  the  boat  which 
has  made  the  eastward  passage  from 
New  York  to  Plymouth  at  an  average 
speed  of  23.51  knots  an  hour.  The 
gross  tonnage  of  this  vessel  is  10,502  ; 
her  horsepower  has  been  developed  to 
36,000.  Her  112  furnaces  burn  about 
560  tons  of  coal  per  day. 

We  now  come  to  the  question  of  the 


IgJMb’ 

IS 

EXPRESS  STEAMER  “KAISER  WILHELM  II.” 


27. 

First  class  kitchen 

40. 

Navigating  house 

28. 

First  class  pantry 

41. 

Chart  house 

29. 

Scullery 

42. 

Captain’s  rooms 

30. 

Coal  bunkers 

43. 

Reading  and  Writing  room 

31. 

Boiler  room 

44. 

Steerage  kitchen 

32. 

Vienna  cafe  (non-smokers) 

45. 

Steerage 

33. 

Grand  staircase 

46. 

Provision  department 

34. 

Dining  room 

47. 

Goods  hold 

35. 

Social  Hall 

48. 

Chains 

36. 

Children’s  saloon 

49. 

Sails 

37. 

Chief  Steward’s  office 

50. 

Sailors 

38. 

Imperial  suite 

51. 

Anchor  machine 

39. 

First  class  cabins 

52. 

Anchor 

of  the 

funnel.  The  actual  height  and 

engines.  The  early  tra 

diameter  of  the  funnel  itself  has  a  very  . 
marked  effect  on  the  air  circulation 
within  and  through  the  furnace.  The 
“Mauretania’s”  funnels  reach  no  less 
than  153  feet  from  the  baseline  of  the 
ship.  The  water  tube  boiler  is  also 
used,  particularly  on  naval  vessels,  as 
steam  is  raised  quicker  than  in  the  or¬ 
dinary  Scotch  boiler.  This  is  accom¬ 
plished  by  bringing  the  water  into 
more  intimate  connection  with  the 


steamers  were  propelled  across  the 
ocean  by  paddle  wheels,  but  this  was 
abandoned  for  the  screw,  although 
there  was  a  transition  period  when  a 
combination  of  screw  and  paddle  wheel 
was  used,  as  in  the  “Great  Eastern.” 
On  the  early  screw  steamers  it  was 
found  that  the  engines  were  too  slow 
for  the  screws  and  the  speed  had  to  be 
increased  with  the  aid  of  gearing. 
Much  trouble  was  experienced  from  the 


142 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


breaking  of  the  gears  under  the  heavy 
strains  imposed.  Later,  as  the  engine 
speed  increased,  the  engines  were 
coupled  directly  to  the  propeller  shaft. 
To-day  the  steam  turbine  actually  runs 
too  fast  for  the  propeller ;  and  gear¬ 
ing  is  again  proposed,  not  as  in  the 
early  engines  to  increase,  but  to  de¬ 
crease  the  propeller  speed. 


bunkers.  The  compounding  of  marine 
steam  engines  did  not  come  into  gen¬ 
eral  use  until  1870.  Compounding  is 
simply  a  means  for  getting  more  work 
out  of  a  given  quantity  of  steam,  and 
as  this  cannot  efficiently  be  done  in 
any  one  cylinder,  however  early  may 
be  the  cut-off,  a  second,  third  and  even 
a  fourth,  is  employed,  wherein  the  par- 


THE  COMPLICATED  GEAR  OF  A  LARGE  VESSEL. 
Photograph  taken  on  the  “George  Washington.” 


1 

Main  Deck. 

8 

Cargo  Winches. 

2 

Lower  Promenade  Deck. 

9 

Rigging. 

3 

Upper  Promenade  Deck. 

10 

Derrick  for  Heavy  Cargo. 

4 

Boat  Deck. 

11 

Smoke  Funnel. 

5 

Bridge  Deck. 

12 

Ventilators. 

6 

Cargo  Beams. 

13 

Boats 

7 

Mast. 

14 

Back  Stays. 

15  Skylights. 


The  subject  of  the  reciprocating  en¬ 
gine  is  extensive  and  need  not  concern 
us  here.  Steam  is  used  in  either  triple 
or  quadruple  expansion  engines.  The 
multiple  expansion  engine  has  revolu¬ 
tionized  sea  transport.  It  is  driving 
the  sailing  vessel  off  the  sea  and  is  en¬ 
abling  a  vessel  of  moderate  size  to 
carry  coal  sufficient  to  steam  half 
round  the  world  without  refilling  her 


tially  expanded  steam  is  allowed  to 
part  with  still  more  of  its  contained 
energy.  The  resulting  economy  has 
been  remarkable.  It  is  possible  to 
have  the  coal  consumption  as  low  as 
1.33  pounds  per  indicated  horsepower 
per  hour.  The  adoption  of  these  vari¬ 
ous  forms  of  multiple  expansion  en¬ 
gines  has  helped  to  facilitate  one  very 
important  improvement  to  which  a 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


143 


great  deal  of  attention  has  been  direct¬ 
ed  of  late  years.  One  of  the  most  un¬ 
pleasant  features  of  the  screw  engine 
in  many  steamers  is  the  constant  vibra¬ 
tion  which  it  sets  up  when  in  motion. 
Bad  enough  in  smooth  water,  the  shak¬ 
ing  becomes  almost  unendurable  when 
accentuated  by  the  racing  of  the  screw 
set  up  by  the  vessel  pitching  heavily 
in  a  head  sea.  It  has,  however,  been 
discovered  that,  by  a  careful  arrange¬ 
ment  of  the  cranks  of  an  engine,  the 
heavy  moving  parts  can  be  made  to 
so  balance  one  another  that  the  vibra- 


tania,”  which  will  be  described  a  little 
later  on,  revolve  at  the  rate  of  180 
per  minute.  In  1904  the  Allan  Line 
brought  out  two  large  triple-turbine 
steamers  for  their  Montreal  service, 
the  “Victorian”  and  the  “Virginian,” 
both  12,000-ton  ships,  540  feet  long 
and  with  a  speed  of  17  knots.  These 
were  the  first  ocean-going  steamers  fit¬ 
ted  with  the  new  machinery.  In  1905 
the  Cunard  Steamship  Company  ap¬ 
plied  the  system  to  a  20,000-ton  liner, 
the  “Carmania.”  At  the  same  time  a 
sister  ship  was  built  and  propelled  by 


AMIDSHIPS  THERE  IS  MORE  SPACE  TO  WALK  ON  THE  SUN  DECK. 


1  Smoke  Stack. 

2  Winter  Garden. 

3  Boat  Deck. 

4  Sun  Deck. 

5  Boats 

6  Quadrant  Davit. 

tions  which  each  sets  up  are  more  or 
less  neutralized  by  those  of  its  neigh¬ 
bor,  and,  as  a  result,  not  communicat¬ 
ed  to  the  ship’s  hull.  The  engine  room 
an  a  modern  liner  is  absolutely  closed 
to  passengers  unless  they  have  very 
powerful  introductions  to  some  one  in 
the  engineering  division,  and  on  some 
boats  even  the  engineers  have  no  au¬ 
thority  to  show  the  engine  room  to  any 
one. 

The  first  turbine  boat,  called  the 
“Turbinia,”  was  built  in  1894.  Her 
turbines  made  2100  revolutions  per 
minute.  The  turbines  of  the  “Maure- 


7  Boat  Tackle. 

8  Ventilators. 

9  Various  Deck  Houses. 

10  Boat  Winch. 

1 1  Cargo  Beams. 

12  Awning  Stanchions. 

quadruple  expansion  reciprocating  en¬ 
gines.  The  “Caronia”  attained  a 
speed  of  19  knots,  while  the  “Car- 
mania,”  with  her  turbines,  attained  a 
speed  of  20.19  knots.  Both  are  eco¬ 
nomical  ships  of  high  speed.  The  per¬ 
formances  of  these  beautiful  boats  were 
soon  eclipsed  by  their  large  sisters,  the 
“Mauretania”  and  the  “Lusitania.” 
There  is  an  absence  of  vibration  in  the 
turbines  which  is  inseparable  with  the 
most  perfectly  balanced  reciprocating 
engines.  This  is  true  with  ocean 
steamers  :  but  on  some  small  steamers, 
particularly  the  Channel  boats,  the  vi- 


144 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


rue  Qvcfh.  /'J03  tS/ero/tM*  H,  V» 


Can  uva,  /SO  f.  I  vst/A*/*  A  Mutter »m/ a  /SO/.  OiVMP/c,  /.?//> 


migmxm 


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Copyright  1909  by  Jiuim  &  Co. 


DEVELOPMENT  OF  THE  TURBINE  {STEAMSHIP 

The  illustration  shows  the  growth  in  size  of  turbine  steamships  from  the  small  yacht 
"Turbinia”  to  the  “Olympic”  of  the  White  Star  Line,  the  largest  vessel  now  building.  The 
midship  section  of  the  “Olympic”  shows  how  much  space  is  available  for  the  use  of  passengers 
and  freight  which  in  vessels  fitted  with  reciprocating  engines  would  be  taken  up  by  machinery. 
The  over-all  length  of  the  “  Olympic”  is  890  feet;  beam,  92  feet;  plated  depth,  64  feet;  displace¬ 
ment  at  37J  feet  draft,  60,000  tons.  It  is  to  be  equipped  with  engines  with  45,000  horsepower 
and  is  designed  to  have  a  speed  of  21  knots. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


145 


THE  ~MA  URE  TA  A//A 
Length  7+ 

Beam  8 

Molded  Depth  6 

On a  ft  3t 


the  Clermont 

LEN6TH  /SC 

Beam  /J 

Molded  Depth  7 
Dpaet  Z 


the  'Half  Moon 

Length  < 

Beam 

Molded  Depth 
Dhatt 


-a  H. 


Copyright  1909  by  Munn  &  Co. 


THE  DEVELOPMENT  OF  OCEAN  VESSELS  IN  THE  PAST  THREE  CENTURIES. 

The  “  Half  Moon”  of  1609,  if  the  wind  favored,  could  sail  about  6  knots.  The  "Clermont” 
of  1807  made  4J  knots.  The  "Mauretania”  in  1909  crossed  the  Atlantic  at  a  26-knot  gait. 
The  engine  and  boiler  rooms  of  the  Mauretania  could  accommodate  five  Clermonts  placed  end 
to  end.  The  "Half  Moon”  could  be  placed  athwartship  on  the  deck  above  with  her  hull  and 
masts  entirely  within  the  ship’s  structure. 


146 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


bration  is  most  disagreeable.  This  ab¬ 
sence  of  vibration  is  much  appreciated 
by  the  passengers,  and  there  is  also  a 
great  saving  in  machinery  weights  and 
spaces,  and  also  in  the  weight  of  the 
engine  foundation  and  other  hull  fit¬ 
tings.  This  is  not,  however,  entirely 
true  of  the  first  attempts,  as  the  sav¬ 
ing  in  favor  of  the  “Carmania”  tur¬ 
bines  over  the  “Caronia’s”  reciprocat¬ 
ing  engines  was  only  5  per  cent.  The 
center  "of  gravity  is  much  lower  with 
the  turbine,  thus  adding  to  the  stabil¬ 
ity  of  the  ship.  Moreover,  the  high 
rate  of  steam  expansion  in  the  turbine 
leads  to  increased  speed,  combined  with 
economy  of  vrorking.  The  higher  rate 


One  of  the  Furnaces  in  the  Stokehold 


of  revolution  leads  to  the  use  of  a 
smaller  propeller,  thus  lessening  the 
liability  of  racing  of  the  screw.  The 
“Lusitania”  and  the  “Mauretania  ’  are 
each  propelled  by  four  screws.  The 
two  outermost  are  driven  by  the  high- 
pressure  turbines,  while  the  two  inner 
shafts  are  driven  by  the  low-pressure 
turbines ;  each  of  these  latter  shafts 
also  carries  a  high-pressure  turbine  ar¬ 
ranged  for  going  astern,  since  the  tur¬ 
bine  cannot  be  reversed  like  the  ordi¬ 
nary  reciprocating  engines.  When 
going  ahead  these  reversing  turbines 


are  revolving  idly.  Each  of  these  high- 
pressure  turbines  is  in  a  room  by 
itself,  while  the  two  low-pressure 
ahead  and  high-pressure  astern  tur¬ 
bines  are  in  wThat  may  be  called  the 
main  engine  room  in  the  center  of  the 
ship.  It  is  believed  that  a  more  ex-  ' 
tended  account  of  the  “Mauretania” 
and  “Lusitania”  as  being  the  largest 
and  fastest  vessels  in  commission  at 
the  time  this  book  goes  to  press,  and 
which  will  continue  so  for  another 
year  or  so,  may  prove  of  interest.  The 
following  material  is  taken  from  the 
Scientific  American  : 

The  dimensions  of  the  “Maureta¬ 
nia”  are  interesting,  as  will  be  seen 
by  the  following  tables : 

Length  over  all .  790  feet 

Length  between  perpen¬ 
diculars  .  760  feet 

Beam  extreme .  88  feet 

Depth  molded .  60  ft.  6  in. 

Gross  tonnage .  33,200  tons 

Net  tonnage .  31,900  tons 

Maximum  draft .  37  feet 

Displacement  at  this  draft  45,000  tons 

These  dimensions  render  these  ves¬ 
sels  by  far  the  largest  ever  built  or 
projected,  except  the  “Olympic”  and 
“Titanic,”  referred  to  elsewhere.  They 
are  88  feet  6  inches  longer  than  the 
swiftest  of  the  big  liners,  the  “Kaiser 
Wilhelm  II,”  and  the  “Mauretania” 
is  21/-2  knots  faster  than  that  ship. 
They  are  over  100  feet  longer  even 
than  the  “Great  Eastern,”  and  of  5 
feet  greater  beam. 

The  “Mauretania”  has  nine  decks — 
the  lower  orlop,  the  orlop,  the  lower, 
the  main,  the  upper,  the  shelter,  the 
promenade,  the  boat,  and  .the  sun 
deck.  The  motive  power,  including 
engines,  boilers,  and  coal  bunkers,  oc¬ 
cupies  420  feet  of  the  mid-length  of 
the  vessel  from  the  main  deck  to  the 
hold,  and  therefore  it  can  be  readily 
understood  that  there  is  practically  no 
space  for  cargo,  the  vessel  being 
purely  a  mail  and  passenger  ship. 
The  passenger  accommodation  is  pro¬ 
vided  on  the  six  decks  above  the  ■water 
line,  from  the  main  deck  upward.  The 
shelter  deck  is  given  up  to  the  of¬ 
ficers  and  crew,  the  latter  being  for¬ 
ward  and  aft.  On  this  deck  also  are 
specially  isolated  hospitals.  A  feature 
which  will  be  greatly  appreciated  by 
invalids  and  those  who  may  be.  tem¬ 
porarily  indisposed,  is  the  provision  of 
two  electric  passenger  elevators  at  the 
center  of  the  ship,  with  landings  at 
each  of  the  six  passenger  decks.  It  is 
a  curious  fact  that  the  use  of  ele- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


147 


valors  at  sea  was  first  suggested  by 
the  writer,  although  the  idea  was 
promptly  appropriated  by  a  number  of 
different  lines.  Some  of  the  elevators 
as  installed  were  not  placed  as  the 
writer  planned,  and  are  therefore  of 
rather  less  utility  than  might  be  ex¬ 
pected.  They  are  properly  con¬ 
structed,  however,  in  the  “Maureta¬ 
nia”  and  “Lusitania,”  being  near  the 
center  of  the  ship.  The  “Maureta¬ 
nia”  and  her  sister  ship  are  con¬ 
stantly  breaking  record  after  record 
during  the  busy  season,  so  that  even 
the  figures  given  elsewhere  in  this 
book  may  be  superseded  at  any  time. 

Perhaps  the  greatest  interest  at¬ 
taching  to  the  “Mauretania”  centers 
in  her  turbines,  which  were  con¬ 
structed  by  the  Wallsend  Slipway  and 
Engineering  Company.  The  motive 
power  is  developed  on  four  shafts, 
each  carrying  one  propeller.  The  two 
outer  shafts  are  driven  by  two  high- 
pressure  turbines  and  the  two  inner 
shafts  by  two  low-pressure  turbines. 
At  the  after  ends  of  the  low-pressure 
turbines,  and  on  the  same  shafts,  are 
located  the  turbines  for  driving  the 
ship  astern.  The  inner  shafts  turn 
outward  and  the  outer  shafts  inward. 
The  total  contract  power  is  6S,000,  di¬ 
vided  equally  upon  the  four  shafts. 
The  speed  of  revolution  is  about  180 
per  minute. 

We  direct  attention  to  the  very  in¬ 
teresting  plan  of  the  turbine  plant, 
which  gives  an  impressive  idea  of 
its  vast  proportions.  Thus  the  high- 
pressure  turbine  has  an  internal  di¬ 
ameter  of  10  feet  and  is  over  27)  feet 
in  length,  while  the  total  length  from 
the  forward  end  of  the  low-pressure 
turbine  to  the  after  end  of  the  astern 
turbine,  which  is  placed  immediately 
after  the  low-pressure,  is  not  far 
short  of  100  feet.  The  low-pressure 
turbine  casing  is  a  truly  enormous 
piece  of  work,  having  an  internal  di¬ 
ameter  of  10  feet  G  inches.  This,  be 
it  noted,  is  slightly  larger  than  the 
diameter  of  the  Rapid  Transit  tunnel 
tube  below  the  East  River.  It  is  es¬ 
timated  that  the  weight  of  the  ro¬ 
tating  parts  of  the  low-pressure  and 
astern  turbines  combined  is  more  than 
200  tons,  and  yet  so  accurately  is  the 
work  being  done  that  the  methods  of 
lining  up  adopted  provide  for  an  ad¬ 
justment  of  this  200  tons  of  about 
1-3,000  of  an  inch.  Moreover,  al¬ 
though  the  circumferential  speed  will 
be  about  11.7)00  feet  per  minute,  there 
will  have  to  be  a  minimum  clearance 
in  the  high-pressure  of  0.1  inch  be¬ 


tween  the  blades  and  the  surface  of 
the  casing.  All  the  casings  of  the 
turbines  are  of  cast  iron,  while  the 
rotors  and  dummies  are  made  of 
Whitworth  fluid-pressed  steel,  as  are 
also  the  disk  wheels  of  the  rotors. 
The  low-pressure  rotor  is  12  feet  in 
diameter.  The  casings  are  fixed  to 
the  bedplate  at  one  end,  but  the  other 
end  is  free  to  slide  longitudinally  in 
slipper  guides  under  expansion  and 
contraction.  Other  dimensions  show¬ 
ing  the  great  size  of  the  turbines  are 
those  of  the  exhaust  ports  from  the 
low-pressure  casing  to  the  condenser, 


The  Starting  Platform  of  the  Engine  Room 


which  measure  11  feet  by  16  feet  in 
the  opening.  The  blades  of  the  tur¬ 
bines  vary  from  a  few  inches  in  length 
at  the  admission  end  of  the  high-pres¬ 
sure  turbine  up  to  a  maximum  length 
of  22%  inches  at  the  exhaust  end  of 
the  low-pressure  turbine.  The  high- 
pressure  turbine  shafting  is  27  inches 
and  the  low-pressure  33  inches  in 
diameter. 

Twenty-five  cylindrical  boilers  are 
necessary  to  supply  steam  to  the 
above-described  turbines.  Twenty- 
three  of  these  boilers  are  double-ended 
and  two  are  single-ended,  and  between 
them  they  carry  102  furnaces.  The 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


double-ended  boilers  are  17  feet  3 
inches  in  diameter,  and  21  feet  long. 
They  are  to  work  under  the  Howden 
forced-draft  system.  Between  them 
they  have  160,000  square  feet  of  heat¬ 
ing  surface  and  nearly  4,000  square 
feet  of  grate  area.  The  pressure  at 
the  boilers  is  180  pounds,  and  at  the 
turbines  160  pounds.  The  boilers  are 
in  four  separate  stoke  holes,  with 
seven  boilers  in  the  forward  stoke  hole 
and  six  in  each  of  the  others.  In  our 
illustration  the  boilers  are  shown  ar¬ 
ranged  in  the  erecting  shop  exactly 
as  they  now  stand  when  looking 


Since  the  ship  does  not  move  on  a 
solid  base,  like,  for  instance,  a  cart 
on  the  road  or  a  train  on  the  rails, 
but  travels  in  the  liquid  element,  the 
latter  is  liable  to  knock  her  off  her 
course,  even  from  an  insignificant 
cause.  She  must,  therefore,  be  perma¬ 
nently  maintained  on  her  course  by 
powerful,  absolutely  safe  working  or 
steering  gear.  Since  she  accommo¬ 
dates  thousands  of  people,  to  say  noth¬ 
ing  of  large  quantities  of  cargo  of 
immense  value,  a  ship  must  be  fitted 
with  devices  which  will  enable  her  to 
successfully  detect  and  overcome  in- 


ONE  OF  THE  ENGINE  ROOMS  OF  THE  “SAVOIE” 
Showing  the  Traveling  Crane 


athwart  the  ship.  For  each  group  of 
six  boilers  there  is  a  smokestack 
which  extends  to  a  height  of  152  feet 
above  the  keel  of  the  ship,  and  these 
smokestacks,  which  are  elliptical  in 
section,  measure  17  feet  6  inches  by 
23  feet  6  inches. 

SAFETY  AT  SEA 
General  Considerations. — First  of 
all,  the  ship,  like  any  other  self-pro¬ 
pelled  conveyance,  must  have  a  pro¬ 
pelling  mechanism,  enabling  her  to 
reach  her  destination  safely  without 
assistance,  even,  if  one  or  another  part 
of  this  mechanism  be  out  of  gear. 


ternal  dangers,  such  as  fires,  epidem¬ 
ics,  etc.,  and  above  all.  such  dangers 
as  threaten  her  from  without,  in  the 
nature  of  storms  and  waves,  darkness 
and  fog.  This  becomes  all  the  more 
necessary,  since  on  the  lonely  voyage 
across  the  ocean,  assistance  from  with¬ 
out  cannot,  as  a  rule,  be  relied  upon. 
It  often  happens  that  not  a  single  ves¬ 
sel  will  be  sighted  from  shore  to  shore ; 
moreover,  in  cases  where  the  ship  is 
unable  to  reach  a  port,  means  must 
at  all  events  be  provided  on  board  to 
insure  the  safe  landing  of  the  passen¬ 
gers. 

The  fulfilment  of  all  these  conditions 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


149 


makes  the  ship  a  complicated  body 
and  adds  enormously  to  the  expense 
of  construction  and  equipment.  The 
ship  owners,  fully  conscious  of  their 
great,  responsibility  for  the  safety  of 
their  steamers,  the  size  of  which  is 
constantly  increasing,  and  for  that  of 
the  ever  increasing  number  of  passen¬ 
gers  entrusted  to  their  care,  have  been 


ever  progressing  in  the  development  of 
technical  appliances  which  make  for 
safety,  as  well  as  such  changes  in  the 
construction  of  the  hull  as  make  the 
vessel  more  seaworthy  and  add  more 
to  the  comfort  of  the  passengers. 

The  locomotive  mechanism,  whether 
reciprocating  engine,  turbine  or  a  com¬ 
bination  of  both  systems,  must  be  in 


ENGINE  ROOM  OF  THE  “CECILIE” 


150 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


absolutely  working  order.  The  en¬ 
gineer’s  duties  do  not  cease  with  the 
landing  of  the  gang  plank  ;  for  every 
part  of  the  engine  must  he  overhauled 
in  the  most  rigorous  manner,  and  pre¬ 
pared  for  the  forthcoming  voyage.  It 
is  not  always  possible  for  much  time 
to  elapse  in  port.  One  of  the  vessels 
of  the  American  Line,  in  January, 
1910,  reached  port  on  Saturday,  after 
a  stress  of  weather,  and  discharged 
her  cargo,  coaled,  and  sailed  at  10 
o’clock  on  Sunday  morning.  This  is, 
perhaps,  a  record  performance.  It  is 
wise,  however,  to  always  allow  the 
boilers  to  become  cool  between  voy¬ 
ages. 

Engines  and  Boilers.— This  perfec¬ 
tion  of  working  order  is  achieved,  in 
the  first  place,  by  employing  none  but 
the  most  durable  and  expensive  mate¬ 
rials  for  the  entire  engine  and  boiler 
plant ;  secondly,  by  limiting  the  wear 
and  tear  and  not'  exceeding  a  certain 


sure  in  the  boiler  exceeds  the  regu¬ 
lation  limit  and  until  the  normal 
pressure  is  restored. 

Another  important  part  of  the  loco¬ 
motive  mechanism  of  the  ship,  besides 
the  boiler  and  engine,  is  the  propelling 
apparatus,  which,  in  the  case  of  trans- 
Atlantic  steamers,  is  of  either  one  o>- 
more  screws  driven  by  shafts,  which 
in  turn  are  worked  by  the  engines  or 
turbines.  It  goes  without  saying  that 
the  screws,  as  well  as  the  shafts,  must 
be  constructed  of  only  the  best  mate¬ 
rials,  and  they  must  have  the  requi¬ 
site  strength  of  structure,  since  a  de¬ 
fect  would  reduce  one  of  the  engines 
or  turbines  to  helplessness. 

Of  highest  importance  to  the  safety 
of  the  ship  has  been  the  twin  screw 
system,  which  began  to  be  adopted  in 
the  early  ’80’s,  and  which  is  almost 
universally  in  use  to-day.  In  some 
of  the  turbine  steamers  there  are  four 
propellers.  The  value  of  twin  screws 


PLAN  VIEW  OF  THE  MOTIVE  POWER  PLANT  OF  THE  “LUSITANIA” 

The  Boilers  Supply  Steam  to  the  Turbines.  The  High-Pressure  Turbines  are  the  Sides.  The 
Larger  Inner  Turbines  are  Low  Pressure,  with  High  Pressure  Reversing  Turbines  Toward 
the  Center  of  the  Vessel 


percentage  of  the  resisting  power  of 
the  plant ;  and  lastly,  by  appropriate 
and  regularly  repeated  over-pressure 
tests  of  those  parts  which  are  par¬ 
ticularly  strained  by  the  high  pres¬ 
sure  of  the  steam,  thus  insuring  a 
constant  control  of  the  conditions  of 
the  materials  in  the  constituent  part 
of  the  whole  plant.  For  all  of  these 
elements,  which,  as  experience  teaches, 
are  subjected  to  an  especially  heavy 
strain,  that  is  to  say,  the  mobile  parts 
of  the  engine  and  bearings,  reserve 
tools  and  implements  are  provided,  so 
that  the  damaged  parts  may  be  re¬ 
placed  or  repaired  without  an  inter¬ 
ruption  of  service. 

Of  great  importance  to  the  _  boiler 
plant  is  an  automatic  regulation  of 
the  steam  pressure,  in  order  to  avoid 
boiler  explosion,  which  is  practically 
unknown  on  modern  passenger  ships. 
This  end  is  achieved  by  the  introduc¬ 
tion  of  safety  valves,  which  divert  the 
steam  into  safe  channels — channels  of 
least  resistance — as  soon  as  the  pres¬ 


ses  in  the  fact  that  if  one  of  the  pro¬ 
pellers  be  damaged  in  any  way,  the 
ship  is  still  able  to  continue  the  voy¬ 
age  without  outside  assistance. 

The  Rudder. — The  rudder  is  also  of 
vast  importance,  for  the  screws,  as  a 
steering  device,  can  only  be  regarded 
as  an  expedient  in  case  of  emergency. 
For  the  safe  manceuvering  of  the  ship 
an  independent  and  reliable  steering 
gear  is  required  above  all  this,  and  no 
part  of  the  construction  of  the  ship 
is  watched  with  greater  attention 
than  the  rudder.  Formerly,  the  rud¬ 
ders  of  large  ships  were  constructed  of 
cast  steel.  Now  they  are  usually  built 
entirely  of  wrought  iron  or  forged 
steel,  which  metals  offer  the  greatest 
possible  safety  against  fracture.  The 
rudder  is  worked  by  the  main  steering 
engine,  which  is  located  at  the  stern 
of  the  boat.  The  steering  device  is 
worked  by  the  quartermaster  at  the 
wheel,  which  lies  directly  back  of  the 
bridge.  A  simple  turn  of  the  hand 
actuates  the  shaft,  which  runs  the 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


151 


length  of  the  boat,  communicating 
with  the  valves  and  their  mechanism 
of  the  steering  device.  Besides  the 
main  steering  engine  one  or  two  auxil¬ 
iary  engines  are  provided,  as  well  as 
the  device  by  which  the  rudder  may 
be  worked  by  hand  power,  if  the 
auxiliary  engines  should  likewise  fail. 
a  hydraulic  system  is  also  provided 
on  some  vessels  in  place  of  the  shafts. 
A  duplicate  system  is  often  employed 
where  the  hydraulic  plan  is  used.  In 
order  that  the  helmsman  may  at  any 
time  ascertain  the  position  of  the  rud¬ 
der,  an  electric  steering  indicator  is 
placed  in  front  of  the  wheel. 

Secondary  Bridges. — On  the  large 
steamers  there  is  a  second  bridge 
abaft.  Some  vessels  have  even  a  third 
one  amidships.  These  bridges  are  fitted 
with  the  respective  appliances  for  a 
continuous  communication  by  tele¬ 
graph  or  telephone  with  the  forward 
bridge,  which  is  the  brain  of  the  ves¬ 
sel.  This  is  necessary,  especially  dur¬ 
ing  manoeuvering  within  the  harbor  or 
in  warping  in  to  the  pier. 

Engine  Telegraph. — In  order  to  in¬ 
sure  the  accurate  carrying  out  of  the 
manceuvers  a  reliable  engine-room 
telegraph  is  provided.  These  large 
signal  dials  on  their  brass  posts  seem 
out  of  all  proportion  to  the  service 
which  they  have  to  perform.  It  is 
necessary,  however,  that  the  telegraphs 
stand  the  shock  of  the  waves  without 
impairing  their  efficiency.  The  pe¬ 
culiar  sound  of  the  “clank-clank”  of 
these  signals  can  be  heard,  especially 
when  the  speed  is  reduced  to  take  on 
or  off  the  pilot.  In  the  case  of  the 
engine-room  telegraph  being  out  of  or¬ 
der,.  there  are  speaking  tubes  and  spe¬ 
cial  telephones  arranged  from  the 
bridge  to  the  engine-room. 

The  engine  telegraphs  have  dials 
which  correspond  with  each  other  on 
both  the  transmitter  and  receiver.  By 
means  of  a  hand  lever  a  hand  can  be 
moved  to  one  of  the  divisions  marked 
“stop,”  “slow  speed,”  “half  speed,” 
etc.  The  hand  of  the  receiving  in¬ 
strument  immediately  moves  to  the 
same  division,  while  a  bell  signal  calls 
the  attention  of  the  engineer  on  duty 
to  the  signal.  The  order  is  carried 
immediately,  while  another  engineer 
brings  the  lever  of  the  receiver  in  line 
with  the  signal  indicated,  which  im¬ 
mediately  transmits  the  signal  to  the 
bridge,  showing  that  it  has  been  cor¬ 
rectly  understood  and  obeyed.  The 
bell  signal  in  the  transmitter  also 
rings,  so  that  all  of  the  officers  on 


the  bridge  can  hear  it.  There  are 
also  special  indicators  showing  the 
position  of  the  rudder  and  all  its 
movements.  Other  devices  indicate 
the  speed  of  the  main  engines,  on  the 
bridge.  The  loud  speaking  telephones 
are  necessary  on  account  of  the  great 
noise  of  the  machinery. 

Anchors. — Sometimes  it  becomes 
necessary  to  stop  the  ship,  especially 
before  entering  a  port.  In  order  to 
prevent  the  vessel  from  being  swung 
to  and  fro  by  the  currents  that  are,  as 
a  rule,  to  be  found  in  such  places,  the 
anchor  is  dropped.  In  view  of  its 
great  importance  to  the  safe  ma- 


The  Engine  Telegraphs  are  on  the  Bridge 
and  other  Parts  of  the  Vessel 

noeuvering  of  the  ship,  the  anchor,  as 
well  as  the  chain  cables  and  the  wind¬ 
lass,  must  be  very  strongly  con¬ 
structed.  Moreover,  there  are  always 
several  reserve  anchors  on  board.  For 
the  warping  of  the  ship  alongside  of 
her  pier  a  number  of  capstans  are 
provided,  distributed  fore  and  aft,  to¬ 
gether  with  means  for  handling  or 
fastening  the  hawsers. 

The  Bridge. — Practically  everything, 
including  the  manipulation  of  the  an¬ 
chor,  is  controlled  from  the  bridge, 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


which  has  the  important  instruments 
and  signals,  including  the  compass. 
The  wheel  house,  etc.,  are  carefully 
closed  in.  This  is  not,  however,  any 
guarantee  against  damage,  as  the 
“Lusitania,”  whose  bridge  is  80  feet 
above  the  level  of  the  water,  sustained 
severe  injuries  iu  the  January,  1910, 
storms.  The  glass  and  the  windows 
were  of  immense  thickness,  and  yet 
they  were  smashed  like  paper,  while 
the  wires,  steering  gear,  etc.,  were 
disarranged  temporarily,  and  one  of 
the  stairways,  which  led  to  the 
bridge,  was  carried  away,  while  the 


The  Shaft  Alley 


other  one  was  very  much  injured. 
From  this  it  will  be  seen  that  the 
navigator  has  anything  but  a  pleasant 
time  of  it,  even  if  he  works  in  an 
enclosed  bridge.  Of  course,  there  are 
open  spaces  around  the  bridge  with 
duplicate  telegraph  instruments,  so 
that  the  captain  or  navigating  officer 
can  superintend  the  warping  in  of  the 
vessel,  the  dropping  of  the  pilot,  etc. 

The  Practically  Vnsinkable  Hull. — 
The  hull  of  a  modern  20,000-ton  ves¬ 
sel  is  constructed  with  a  double  bottom 
extending  over  its  entire  length.  The 
hull  is  also  divided  by  bulkheads  into, 
say,  twenty-six  separate  compartments. 
The  double  bottom  in  the  largest  ships 
is  from  five  to  six  feet  deep  where  it 


forms  a  support  for  the  engines  and 
it  is  divided  like  a  honeycomb  into 
hundreds  of  watertight  cells.  The 
larger  ships  are  divided  into  from  fif¬ 
teen  to  twenty  compartments  by  means 
of  bulkheads.  Besides  these,  there  is 
a  longitudinal  bulkhead  in  the  engine 
room.  These  compartments  are  so 
proportioned  that,  even  when  two  com¬ 
partments  are  filled  with  water,  the 
stability  and  buoyancy  of  the  vessel  is 
not  seriously  affected.  In  one  of  the 
notable  ships  about  seventeen  steam 
pumps  are  available,  of  a  size  capa¬ 
ble  of  emptying  the  compartments  of 
more  than  300,000  cubic  feet  of  water 
per  hour.  These  pumps  take  their 
steam  from  boilers  situated  in  other 
compartments  than  those  which  the  en¬ 
gines  occupy,  so  that  the  .pumping  may 
be  effected,  even  though  the  engine 
room  be  flooded.  As  the  four  pump- 
rooms  are  separated  by  watertight 
compartments  steam  is  always  avail¬ 
able,  even  in  case  of  a  collision.  On 
some  vessels  auxiliary  oil  engines  are 
geared  to  pumps,  these  engines  being 
in  the  upper  part  of  the  ship. 

Closing  Bulkhead  Doors. — With  all 
the  measures  of  precaution  against  col¬ 
lision,  stranding,  fires,  etc.,  the  abso¬ 
lute  safety  of  the  ship  is  not  guaran¬ 
teed.  It  must  be  taken  into  considera¬ 
tion  that  all  precautions  are  of  no 
avail  since  a  collision  from  the  outside 
is  a  possibility.  In  such  a  case  the 
thing  to  do  is  to-  keep  the  damaged 
vessel  afloat.  To  attain  this  end  the 
hull  is  divided  up  to  the  upper  deck 
into  watertight  compartments  divided 
by  bulkheads  closing  by  a  number  of 
bulkhead  doors,  so  that  the  ship  keeps 
afloat,  even  if  a  single  compartment 
becomes  completely  flooded.  In  the 
case  of  express  steamers  and  big 
steamers  this  is  not  sufficient,  and  the 
ship  is  divided  into  a  number  of  com¬ 
partments,  so  arranged  that  even  if 
two  adjacent  compartments  become 
full  of  water  the  ship  still  preserves 
its  buoyancy.  The  bulkhead  must  be 
built  strong  enough  to  resist  the  pres¬ 
sure  of  water.  In  former  years  it  was 
found  that  the  bulkheads  were  too 
weak,  and  in  order  to  remedy  this  de¬ 
fect  new  rules  as  to  the  construction 
of  bulkheads  were  laid  down.  The 
doors  required  in  the  bulkheads  in 
order  to  insure  communication  within 
the  ship  must,  of  course,  be  perfectly 
watertight ;  also  of  special  importance 
is  a  quick  and  efficient  device  for  the 
closing  of  those  doors  which  connect 
the  various  compartments,  otherwise 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


153 


the  whole  ship  would  be  flooded.  On 
modern  vessels  this  is  done  in  three 
ways :  First,  by  moving  the  doors 

down  by  vertical  screws ;  secondly,  by 
dropping  the  doors  by  simply  discon¬ 
necting  the  closing  gear,  and,  lastly, 
by  a  hydraulic  pneumatic  device,  the 
so-called  “Stone-Lloyd”  system,  which 
is  operated  from  the  bridge  or  the 
chart  house.  The  value  of  this  inven¬ 
tion  is  more  and  more  appreciated  by 
steamship  companies.  A  single  turn 
of  a  wheel  is  sufficient  to  cause  the 
bulkhead  doors  to  close  throughout  the 
ship.  It  can  be  operated  by  any  of  the 
officers  on  the  bridge.  We  give  illus¬ 
trations  of  an  officer  closing  the  bulk¬ 
head  doors,  and  also  a  bulkhead  door. 
There  is  another  system,  called  the 
“long  arm”  system,  which  employs 
electricity  for  a  motive  power.  A  sys¬ 
tem  of  alarm  bells  is  sounded  before 
closure  of  the  bulkhead  doors,  in  order 
to  allow  of  egress  in  good  time  of  per¬ 
sons  who  happen  to  be  in  the  com¬ 
partments  which  are  to  be  closed.  In 
the  large  passenger  steamers  there  is 
often  a  bulkhead  indicator  in  the  chart 
house.  As  soon  as  one  of  the  bulkhead 
doors  closes  a  small  electric  bulb 
flashes  up  in  the  respective  square  of 
the  indicator,  so  that  the  captain  may 
at  any  time  keep  himself  informed  as 
to  which  doors  are  open  and  which 
closed.  Quick  ascertainment  of  this 
fact  is  essential  to  the  safety  of  the 
ship,  especially  in  case  of  a  collision. 

The  closing  of  the  bulkhead  doors 
is  usually  inadequately  described.  In 
the  Stone-Lloyd  system  hydraulic 
power  is  used,  the  pressure  on  the  pis¬ 
tons  being  derived  from  water  in  a 
main  which  runs  the  length  of  the 
vessel.  The  pressure  required  is  main¬ 
tained  by  two  Duplex  double-acting 
vertical  pressure  pumps  placed  in 
the  engine  room,  and  which  are  nor¬ 
mally  both  working.  The  pumps  are 
fed  from  the  vessel’s  main  steam  sup¬ 
ply  and  are  each  of  sufficient  capacity 
to  close  all  the  bulkhead  doors  in 
about  twenty  seconds,  when  running 
at  about  forty  strokes  per  minute, 
consequently  should  either  one  of  the 
pumps  be  stopped,  the  other  pump  is 
still  of  ample  capacity  to  fulfill  the 
above  requirements.  When  the  doors 
are  not  being  operated  the  pumps 
work  at  about  two  strokes  per  minute 
and  discharge  into  a  circulating  valve 
into  the  exhaust  main,  thus  allowing 
a  constant  supply  of  water  through¬ 
out  the  entire  system  without  loss 
of  pressure.  A  governor  automatically 


regulates  the  amount  of  steam  passing 
to  the  pumps.  The  water  has  a  cer¬ 
tain  amount  of  glycerine  added  to  it 
so  as  to  form  a  non-freezing  corn 
pound.  This  also  serves  as  a  lubri¬ 
cant  and  preservative.  If  a  number 
of  the  crew  should  be  shut  in  a  com¬ 
partment  they  are  able  to  move  the 
controlling  handle  on  either  side  of 
the  bulkhead  door  to  allow  one  or 
more  persons  to  pass  through,  the 


The  Wheel  on  the  Bridge  Operates  the 
Rudder  Several  Hundred  Feet  Away 


door  closing  automatically  behind ;  it 
cannot  be  left  open.  A  mechanical 
bell  is  fitted  to  every  door  and  rings 
automatically  as  the  door  closes.  An 
arrangement  is  also  provided  so  that 
the  officer  on  the  bridge  can  see  by 
means  of  an  electric  indicator  the  posi¬ 
tion  of  each  door,  whether  open  or 
closed. 

Boats  and  Life  Belts. — There  are 
many  minor  safety  devices  on  the  ship, 
such  as  life  belts  with  automatic  light¬ 
ing  attachments,  which  become  lighted 


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as  soon  as  they  strike  the  water. 
These  are  kept  on  the  bridge.  Devices 
also  exist  by  means  of  which  life  belts 
are  cast  automatically  into  the  water 
by  a  single  turn  of  the  wrist ;  after 
they  have  all  been  released  a  light 
Hashes  up,  indicating  this  to  the  offi¬ 
cer.  The  lookouts  are  able  to  keep  in 
communication  with  each  other  in  case 
the  cry  “man  overboard”  is  raised. 
The  news  can  be  wigwagged  from  end 
to  end  ;  life  belts  can  be  thrown  over, 
and  a  special  small  boat,  which  is  al- 


boat  drills,  which  take  place  every 
trip.  Every  boat  is  equipped  with 
compass,  night  signals,  water  and  pro¬ 
visions.  Over  90  per  cent,  of  the  sea¬ 
men,  engineers  and  stewards  on  a  ves¬ 
sel  are  proficient  in  the  handling  of 
boats.  In  case  of  the  .cry  "man  over¬ 
board”  there  is  immediately  released 
from  the  bridge  a  large  copper  life¬ 
buoy  provided  with  a  calcium  carbide 
tank,  which,  on  contact  with  the 
water,  is  lighted,  so  that  the  location 
of  the  man  overboard,  if  he  reaches 


THE  STEERING  ENGINE 

Moves  the  Rudder  and  is  Controlled  by  the  Wheel  on  the  Bridge 


ways  kept  in  readiness,  can  be  lowered 
at  once.  The  apparatus  which  makes 
for  safety  is  inspected  daily  and  is 
frequently  tested.  The  lifeboats  are 
maintained  in  perfect  condition  and 
can  be  launched  in  an  incredibly  small 
space  of  time,  particularly  where  the 
quadrant  davits  are  used. 

It  is  a  mistake  to  suppose  that  the 
boats  are  not  to  be  used  because  they 
are  covered  with  canvas.  This  is  for 
their  protection.  They  would  soon  be 
useless  if  exposed  constantly  to  the  ele¬ 
ments.  The  crew  is  very  proficient  in 


the  buoy,  can  be  readily  discerned  at 
night. 

Fire  Precautions. — The  greatest 
danger  which  can  arise  within  the  ves¬ 
sel  is,  of  course,  the  danger  of  fire, 
since  it  might  readily  cause  the  loss 
of  the  ship  and  thereby  also  cause  the 
loss  of  many  lives  and  much  valuable 
property  in  the  shape  of  the  ship  itself 
and  her  cargo.  Where  several  million 
dollars  are  involved  in  the  construc¬ 
tion  and  equipment  of  a  ship,  no 
chances  can  be  taken  with  fire.  The 
introduction  of  electric  light  on  board 


155 


SCIENTIFIC  AMERICAN 


ships  and  the  introduction  of  iron  and 
steel  construction  have  greatly  de¬ 
creased  the  loss  by  lire,  and,  strange 
to  say,  many  of  the  most  disastrous 
lires  which  have  occurred  in  vessels 
have  happened  when  tied  up  at  piers. 
Absolute  safety  against  lire  cannot 
be  guaranteed.  Prevention,  however, 
is  considered  to  be  particularly  valu¬ 
able  in  this  case.  Electric  thermostats 
are  distributed  all  over  the  principal 
parts  of  the  ship  and  are  connected 
with  electric  fire  alarms  extending  to 
every  part  of  the  crew’s  quarters.  By 
means  of  signals  on  the  bridge  a  crew 


HANDBOOK  OF  TRAVEL 


not  decompose  until  a  temperature  of 
2000  degrees  C.  is  reached,  which  rare¬ 
ly  occurs  during  fires  on  ships.  Every 
vessel  carries  the  ordinary  hydrant 
and  hose  system,  with  the  requisite 
steam  and  hand  pumps,  and  the  steam 
fire  extinguishing  plant  can  be  called 
into  instant  requisition.  On  many 
lines  there  is  a  steam  distributing 
plant  on  the  bridge,  by  which  live 
steam  may  be  allowed  to  reach  any 
bunker  or  compartment.  On  the 
“Lusitania,”  “Mauretania”  and  other 
vessels  the  Rich  marine  fire  extin¬ 
guishing  device  is  in  use.  This  system 
gained  the  Scientific  American  medal 
for  life-saving  devices,  which  was 
awarded  in  1908.  In  brief,  it  consists 
of  a  square  case  located  on  the  bridge, 
which  serves  as  a  terminal  for  a  num¬ 


Closing  the  Bulkhead  Doors  in  Twenty 
Seconds  from  the  Bridge 

can  be  called  together  for  the  purpose 
of  fighting  lire  without  the  passengers 
knowing  that  there  is  the  slightest 
cause  for  alarm,  and  a  cargo  often 
burns  for  several  days  without  a  sin¬ 
gle  passenger  knowing  that  there  is 
the  slightest  trouble.  Water  and 
steam  are  the  principal  agents  used 
in  quenching  fire  at  sea,  but  some 
vessels  have  in  addition  a  device  for 
generating  carbonic  acid  gas.  Other 
systems  call  for  the  use  of  sulphurous 
acid  gas  and  nitrogen.  This  gas  has 
a  great  extinguishing  power  and  does 


The  Hydraulically  Closed  Bulkhead  Doors 
are  Closed  in  Twenty  Seconds  from  the  Bridge 

ber  of  pipes,  one  running  to  each 
bunker  or  compartment  of  the  hold. 
These  pipes  terminate  in  flaring 
mouthpieces  visible  through  a  glass 
door,  or,  in  some  cases,  an  iron  door 
is  provided,  which  can  be  opened  peri¬ 
odically.  An  electric  fan  at  the  top  of 
the  case  runs  continuously,  exhausting 
air  from  the  bunkers  and  helping  to 
ventilate  them.  It  can  also  be  ar¬ 
ranged  so  that  a  clock  starts  this  fan 
periodically.  It  is  required  on  some 
vessels  for  the  officer  of  the  watch  to 
inspect  the  apparatus  and  start  the 
fan  going  every  fifteen  minutes.  In 
case  smoke  comes  up  through  any  of 
the  pipes  it  is  immediately  detected, 
the  flaring  mouthpiece  is  taken  off  the 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


pipe,  and  the  hose  is  attached  and  live 
steam  is  run  into  the  compartment. 
This  device  has  been  the  means  of  sav¬ 
ing  many  ships.  There  are,  of  course, 
fire  extinguishers  and  extinguishers 
holding  fire  extinguishing  powder  scat¬ 
tered  all  over  the  ship.  Another  safe¬ 
ty  device  against  the  spreading  of  fire 
in  the  ship  are  the  bulkheads,  by 
means  of  which  a  fire  can  be  limited  to 
its  original  seat.  These  bulkheads, 
being  above  the  water  line  and  readily 
accessible,  are  closed  by  the  stewards, 
who  are  also  instructed  how  to  use  fire 
buckets  and  wet  blankets.  Fire  drills 
are  incessant,  and  danger  has  been 


sufficient,  so  that  passengers  are  usu¬ 
ally  kept  below  in  the  heaviest  storms. 
A  requisite  number  of  good-sized  scup¬ 
pers  in  the  bulwark  allows  the  water 
to  escape  from  the  decks. 

The  Compass. — External  dangers 
may  likewise  arise  from  the  lack  of 
means  of  ascertaining  the  whereabouts 
of  the  ship  on  the  high  seas,  especially 
at  night  or  in  a  fog.  For  guidance 
the  compass  is  used  ;  but  its  reliability 
is  easily  impaired  by  the  steel  hull  of 
the  ship  itself  or  by  any  other  mass 
of  iron.  The  compass  which  is  actu¬ 
ally  used  for  navigation  is  corrected 
by  a  standard  compass  wherein  means 


GETTING  THE  BOATS  READY  TO  LAUNCH 


very  much  minimized  by  such  splendid 
discipline  as  is  in  vogue  on  all  of  the 
principal  lines.  Fire  bulkheads  are 
placed  athwartship  at  certain  inter¬ 
vals  above  the  bulkhead  deck. 

Oil  for  Waves. — An  effective  means 
of  soothing  the  waves  is  the  treatment 
with  oil,  which  is  referred  to  else¬ 
where.  Bilge  keels  and  large  free¬ 
boards  also  tend  to  prevent  the  roll¬ 
ing  of  the  vessel.  The  sides  of  the 
ship  are  furnished  with  permanent 
railings  of  a  height  sufficient  to  pre¬ 
vent  persons  standing  on  the  open 
deck  from  being  washed  over  by  a 
wave.  There  have,  however,  been 
cases  on  record  where  even  this  was  in- 


are  provided  for  doing  away  with  the 
magnetism  of  the  ship  itself. 

Nautical  Instruments. — Nautical  in¬ 
struments  of  great  accuracy  are  pro¬ 
vided,  which  are  referred  to  elsewhere, 
by  means  of  which  the  angles  at  which 
the  stars  stand  above  the  horizon  can 
easily  be  ascertained,  and  the  position 
of  the  ship  at  the  time  of  observation 
be  calculated.  In  the  same  way  the 
direction  of  the  compass  is  controlled 
by  taking,  as  often  as  possible,  the  al¬ 
titudes  of  the  sun,  the  moon  and  the 
stars,  and,  whenever  the  opportunity 
arises,  bearings  of  fixed  points  on  the 
coast.  The  attainment  of  correct  re¬ 
sults  and  accurate  computation  of  the 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


157 


time  by  means  of  absolutely  reliable 
chronometers  is,  of  course,  essential. 
Each  ship  carries  in  the  chart  house 
several  such  chronometers,  carefully 
protected  from  danger.  These  chronom¬ 
eters  are  nearly  always  regulated 
and  adjusted  in  astronomical  observa¬ 
tories,  and  they  are  accompanied  by 
certificates  from  these  institutions.  If 
the  stars  are  dimmed  by  clouds  the 
ship  can  only  be  steered  by  aid  of  the 
compass  and  by  what  is  known  as 
dead  reckoning.  Two  most  important 
aids  to  navigation,  which  are  referred 


ships  meeting  on  the  same  course,  in 
order  to  avoid  a  collision,  and  it  goes 
without  saying  that  the  navigators 
must  have  a  most  accurate  knowledge 
of  these  rules,  which  are  known  as 
"Rules  of  the  Road”  and  which  are 
referred  to  elsewhere.  The  starboard 
light  is  green  ;  the  port  light  is  red.  It 
is  often  difficult  for  laymen  to  know 
which  is  the  port  and  which  is  the 
starboard  side  of  the  boat.  As  you 
face  the  bow,  the  starboard  is  at  your 
right,  while  the  port  is  at  your  left. 


LAUNCHING 

to  elsewhere,  are  the  lead  and  the  log, 
the  former  serving  chiefly  for  ascertain¬ 
ing  the  nature  of  the  bottom  in  shal¬ 
low  waters,  which  is  an  indication  of 
the  whereabouts  of  the  ship  when  close 
to  the  coast,*  while  the  latter  is  used 
for  recording  the  speed  of  the  ship. 
Electric  speed  indicators  have  also 
been  used  successfully.  At  night  all 
ships  must  carry  lights,  the  color,  po¬ 
sition,  etc.,  of  which  are  regulated  ac¬ 
cording  to  international  agreement. 
Precise  international  rules  also  deter¬ 
mine  the  manceuvers  necessary  for  two 


THE  BOATS 

The  port  light  is  red,  like  port  wine. 
This  will  help  the  memory. 

Ship  Lights. — The  lights  which  burn 
in  the  side  lights  are  connected  in 
series  with  corresponding  lamps  in  a 
controller  apparatus  provided  in  the 
wheel  house.  If  for  any  reason  this 
side  light  stops  burning  it  will  be 
noticed  by  the  extinction  of  the  in¬ 
candescent  lamp  in  the  controller  ap¬ 
paratus.  A  further  precautionary 
measure  against  the  unnoticed  extinc¬ 
tion  of  the  side  light  consists  in  the 
feature  of  the  incandescent  lamps 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


containing  two  filaments,  only  one  of 
which,  however,  glows.  When  this 
filament  burns  through  the  lamp  is  not 
extinguished,  but  the  other  carbon 
filament  is  automatically  set  aglow. 

Many  ships  are  provided  with 
searchlights  which  are  particularly 
valuable  in  navigating  rivers  and  ship 
canals.  The  searchlight,  however,  is 
not  as  prominent  a  feature  in  the  mer¬ 
chant  marine  as  in  the  navy. 

The  steam  whistle  for  giving  warn¬ 
ings  and  for  course  signals  is  oper 


international  merchant  flag.  Some  of 
them  are  illustrated  elsewhere.  At 
night  colored  fires  are  used  for  the 
same  purpose  and  for  signalling  the  ap¬ 
proach  of  the  steamer  to  port,  in  order 
that  the  news  may  be  transmitted  to 
her  owners,  who  may  make  the  neces¬ 
sary  arrangements  for  tugs,  tenders, 
railroad  trains,  etc. 

Morse  Telegraph. — Another  signal¬ 
ling  apparatus  which  is  very  useful, 
especially  in  communicating  with  light¬ 
ship,  shore  stations,  etc.,  is  an  elec¬ 
tric  lamp,  which  is  suspended  upon 
the  captain’s  bridge,  which  is  made  to 
flash  up  at  certain  longer  or  shorter 


The  Fire  Helmet  with  its  Air  Supply  en¬ 
ables  the  Crew  to  Enter  a  Burning  Hold 
and  Fight  Fire 

intervals  by  the  pressure  of  a  key  in 
the  chart  house,  the  signals  being 
transmitted  by  the  aid  of  the  Morse 
alphabet. 

The  Wireless. — The  wireless  tele¬ 
graph  is  perhaps  the  most  valuable  ad¬ 
dition  ever  made  to  the  science  of  navi¬ 
gation  after  the  invention  of  the  com¬ 
pass.  In  emergencies,  as  in  the  case 
of  the  ill-fated  “Republic,”  the  serv¬ 
ices  of  the  wireless  are  invaluable,  and 
the  signal  “C.  Q.  D”  is  world  famous 
and  is  perhaps  the  most  harrowing 
signal  that  was  ever  sent  into  space 
to  be  picked  up  by  the  antennae  of  the 
!  wireless  of  a  passing  ship  or  the  masts 


Fighting  Fire  with  a  Fire  Helmet  in  a  Trouble¬ 
some  Corner 

ated  by  a  drag  line  from  the  bridge. 
The  latest  steamers  have  sirens  for 
giving  fog  and  other  signals,  which 
are  operated  by  an  electric  motor. 
Clocks  are  often  provided  which  blow 
the  whistle  at  regular  intervals  in  the 
fog. 

Pilot  Signals — When  approaching 
the  coast  it  is  customary  to  raise  a 
flag  called  a  pilot  flag,  which  indicates 
that  a  pilot  is  desired.  These  pilot 
flags  are  of  various  kinds,  and  usually 
consist  of  some  modification  of  the 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI 


159 


of  a  shore  station  or  lightship.  The 
wireless  serves  not  only  to  transmit 
the  commercial  messages  of  passen¬ 
gers  and  news  of  the  world,  but  cap¬ 
tains  talk  to  each  other  constantly 
about  the  weather  conditions,  which 
often  enables  them  to  steer  another 
course,  getting  away  from  a  storm. 
The  system  has  already  been  described 
under  “Telegraphs.” 

Fog  Signals. — More  difficult  and 
dangerous  becomes  the  navigation  of  a 
ship  at  times  when  there  is  a  dense 
fog,  since  then  obstacles  are  not  visi¬ 
ble  until  it  is  too  late,  and  a  collision 
or  stranding  is  unavoidable.  In  foggy 


ships  are  directed.  Lights  fail  in  a 
fog,  so  that  the  best  expedient  is 
acoustic  signals.  However,  owing  to 
adverse  winds  and  a  difference  in  the 
thickness  of  the  fog,  it  is  often  very 
difficult  and  frequently  impossible  to 
even  approximately  estimate  the  direc¬ 
tion  and  distance  whence  the  sounds 
are  coming  or  to  hear  them  at  all. 

Submarine  Bell. — In  this  respect,  a 
great  improvement  was  brought  about 
a  few  years  ago  by  the  submarine  sig¬ 
nal  apparatus,  which  was  the  inven¬ 
tion  of  two  Americans,  Mr.  Mundy 
and  Professor  Elisha  Gray.  In  brief, 
it  consists  of  a  submarine  bell,  which 


if:  1. 

WJ  1  t 

)* 

L  4 

G  \ 

CLOSING  A  FIRE  BULKHEAD  ABOVE  THE  WATERLINE 
Stewards  are  Drilled  to  use  Fire  Pails  and  Wet  Blankets 


weather  speed  is  reduced  and  the  siren 
blows  continuously,  and  in  case  of 
very  dense  fogs  near  the  coast  anchor 
is  sometimes  cast  until  the  fogs  lift. 
The  siren,  which  uses  steam  from  the 
boiler,  consists  of  a  rotating  disk, 
through  which  the  steam  is  allowed  to 
penetrate.  The  siren  can  be  blown 
electrically  from  the  bridge,  or  manu¬ 
ally  from  the  same  place.  In  practice 
on  the  best  ships  a  clock  blows  the 
whistle  once  every  minute,  the  blast 
lasting  for  several  seconds.  There  is 
very  little  sleep  possible  on  board  when 
the  siren  is  blowing.  As  fogs  occur 
most  frequently  near  the  coast,  spe¬ 
cial  means  are  provided  by  which  the 


is  attached  to  shore  stations  and  light¬ 
ships,  buoys,  etc.  Hie  ships  them¬ 
selves  carry  no  submarine  bells,  as 
they  would  not  be  able  to  transmit 
signals  owing  to  their  moving  through 
the  water.  They  have,  however,  a  re¬ 
ceiving  apparatus,  which  is  installed 
within  the  hull  at  the  bows,  whence 
the  bell  signals  are  transmitted  by 
wires  to  the  telephones  in  the  chart 
house.  A  receiver  is  placed  at  each 
side  of  the  ship  inside  of  the  plating 
between  the  keel  and  the  water  line, 
and  by  this  means  it  is  possible  to  de¬ 
termine  with  absolute  certainty,  as  is 
proved  by  experience,  whether  the 
lightship  is  at  the  port  or  starboard 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


side.  It  should  be  remembered  that 
sound  carries  about  four  and  one-half 
times  quicker  in  water  than  in  air, 
and  that  signals  of  this  nature  can 
be  distinguished  at  a  distance  of  four 
or  five  miles,  and  sometimes  even  at 
greater  distances,  so  that  ships  fitted 
with  this  apparatus  are  capable  of 
keeping  to  the  course  directed  by  the 
signals,  even  in  the  densest  fog.  Else¬ 
where- will  be  found  a  complete  list  of 
all  of  the  shore  stations,  lightships, 
tenders,  etc.,  which  are  equipped  with 
this  apparatus  and  the  signals  there¬ 
for. 


The  Rich  Fire  Detector  Gained  the  Scien¬ 
tific  A  merican  Medal  for  Safety  Devices 


Lighthouses,  Charts  and  Other  Aids 
to  Navigation. — Skippers  cannot  bring 
their  ships  safely  into  a  harbor  when 
the  fairway  is  unknown  to  them  and 
they  are  not  sufficiently  acquainted 
with  its  peculiarities.  They  also  re¬ 
quire  assistance  even  if  they  can  clear¬ 
ly  see  the  fairway  they  have  to  fol¬ 
low.  The  water  to  be  crossed  in  front 
of  them  is  expansive,  yet  there  are 
frequently  obstacles  concealed  therein 
which  may  prove  disastrous  to  the  ves¬ 
sel.  This  is  more  apt  to  be  the  case 
along  the  coast  or  on  a  river  than  on 
the  high  seas.  Moreover,  where  a  lim¬ 
ited  fairway  is  provided,  there  are 
rocks  and  sandbanks  to  be  encoun¬ 
tered.  With  the  aid  of  hydrographic 
charts,  which  are  made  on  the  basis 
of  a  careful  hydrographic  survey,  and 
give  the  captain  an  approximate  idea 


of  the  depth  of  water  which  he  has 
under  his  keel,  and  further  with  the 
aid  of  frequent  soundings,  as  well  as 
frequent  astronomical  observations,  it 
is  comparatively  easy  for  the  mariner 
to  cross  the  ocean.  It  is  only  when  a 
vessel  is  compelled  to  steer  near  the 
shore  or  along  the  river  bed  that 
navigation  becomes  difficult.  The  wide 
expanse  of  water  is  often  very  de¬ 
ceptive  and  the  conditions  of  the  chan¬ 
nel  are  frequently  such  that  it  is  im¬ 
possible  to  bring  vessels  safe  and 
sound  to  their  destination  without  as¬ 
sistance.  By  an  extensive  illumina¬ 
tion  of  the  coast  by  lighthouses,  light¬ 
ships,  and  by  the  aid  of  whistling 
buoys  and  bell-buoys,  and  by  an  exact 
indication  of  the  width  of  the  channel 
by  means  of  buoys  and  beacons,  the 
difficulties  of  navigation  along  the  coast 
and  on  the  rivers  have  been  reduced  to 
a  minimum.  The  landmarks  are  of 
great  importance  for  coasting  pur¬ 
poses.  A  distinction  is  made  between 
“day  marks”  and  “night  marks  con¬ 
spicuous  points,  such  as  church  tow¬ 
ers,  steeples,  groups  of  houses,  etc., 
may  serve  as  landmarks,  but  on  a  low 
coast  beacons,  high,  tower-like  frames 
of  wood  which  are  of  such  a  shape 
and  so  conspicuous  as  to  be  seen  from 
a  great  distance,  are  of  much  value, 
as  are  also  the  lighthouses  and  light¬ 
ships,  which  are  accurately  illustrated 
on  the  chart  and  which  serve  their 
purpose  both  as  day  marks  and  night 
marks.  The  charts  of  navigators  are 
complicated  for  the  layman,  but  the 
plans  and  illustrations  given  elsewhere 
are  not  intended  in  any  sense  to  be  of 
value  to  the  navigator,  but  will  give  an 
idea  to  the  layman  of  the  location  of 
lighthouses,  etc.  We  have  already  re¬ 
ferred  to  the  submarine  bell,  which 
forms  a  part  of  the  equipment  of  many 
lighthouses. 

The  best  of  arrangements  on  board 
are  of  avail  only  in  the  hands  of  a 
well-disciplined  staff  of  officers  and 
crew,  and  if  the  ship  is  commanded  by 
an  energetic  captain  who  is  aware  of 
his  great  responsibility.  On  many  ves¬ 
sels  the  captain  belongs  to  the  naval 
reserve  of  his  country,  and  in  time  of 
war  he  would  render  valuable  services. 
One  English  line  and  a  German  line 
maintain  sehoolships  for  the  education 
of  sailors  for  their  services. 

Equipment  for  Health  and  Comfort. 
— One  of  the  drawbacks  of  sitting  on 
the  deck  is  that  there  is  apt  to  be  a 
strong  wind,  which  brings  more  or  less 
spray  aboard.  Now,  however,  many 
vessels  are  equipped  with  wind  shei- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


161 


ters  on  their  promenade  decks.  Until 
the  introduction  of  this  device  there 
were  but  few  sheltered  corners  avail¬ 
able  on  deck  into  which  the  passengers 
could  retire  on  windy  days.  These 
were  such  corners  as  were  accident¬ 
ally  formed  by  the  projections  of  the 
walls  of  the  superstructures,  but  there 
were  not  nearly  enough  of  tnem  to  af¬ 
ford  shelter  to  the  many  passengers 
who  wished  to  stay  on  deck.  More¬ 
over,  such  sheltered  spots  are  usually 
engaged  by  experienced  travelers  im¬ 
mediately  on  sailing,  or  even  before. 
On  fine  days  passengers  can  sit  on 
deck  quite  pleasantly,  but  on  windy  or 
rainy  days  all  those  who  are  not  in 
the  happy  possession  of  a  sheltered 
nook  crowd  over  to  the  sheltered  or 
leeward  side,  for  even  the  canvas  cov¬ 
ers  that  are  laid  down  at  the  railings 
give  but  insufficient  protection.  The 
new  wind  shelters,  which  have  been  re¬ 
ferred  to,  are  very  simple  and  consist 
of  partitions  attached  in  a  very  in¬ 
genious  way  to  the  roof  over  the  prom¬ 
enade  deck.  These  are  adapted  to 
fasten  with  bolts  to  the  deck.  These 
partitions  are  made  of  wood  or  wooden 
frames  lined  with  canvas.  The  can¬ 
vas  partitions  are  usually  fastened  by 
means  of  ropes  and  metal  rings  or 
cleats.  In  warm  weather  in  the  trop¬ 
ics  the  upper  panels  are  removed  to 
provide  a  good  ventilation  without 
draughts. 

The  Ventilation  of  Ships. — The  ven¬ 
tilation  of  ships  presents  a  number 
of  difficulties  which  are  uot  encoun¬ 
tered  in  designing  plants  for  build¬ 
ings.  This  is  partly  due  to  the  very 
confined  space  available  for  the  ven¬ 
tilating  apparatus,  and  partly  to  the 
motion  of  the  ship,  which  in  rough 
weather  exposes  the  machinery  and 
duct-work  to  heavy  strains.  With  a 
land  installation  it  is  always  advan¬ 
tageous  to  centralize  the  plant  as  far 
as  possible,  but  in  marine  work  this 
is  not  at  all  desirable,  because  a  single 
ventilating  plant  on  board  ship  would 
mean  an  exceedingly  complex  system 
of  piping,  involving  the  use  of  large 
mains,  which  would  occupy  far  too 
much  valuable  space ;  consequently,  it 
is  general  practice  to  install  small 
units,  each  of  which  takes  care  of  a 
certain  portion  of  the  vessel.  This  ar¬ 
rangement  applies  more  particularly 
to  large  vessels  taking  long  voyages. 
For  small  vessels,  however,  a  central 
ventilating  plant  is  frequently  used. 
The  fans  are  usually  driven  by  elec¬ 
tricity,  and  do  away  entirely  with  the 
odors  of  the  ship,  which  were  so 


prominent  in  vessels  of  fifteen  or 
twenty  years  ago.  So  perfect  has  the 
ventilation  of  ships  become  that  cat¬ 
tle  may  be  carried  on  vessels  w'hich 
are  properly  equipped  without  the 
slightest  inconvenience  to  the  passen¬ 
gers. 

Hygiene  on  the  Ship. — The  mod¬ 
ern  passenger  steamship  is  a  hygienic 
wonder.  The  ventilation,  the  water 
supply,  are  all  that  could  be  de¬ 
sired  and,  owing  to  a  new  inven¬ 
tion,  the  cabins  on  the  promenade 
decks,  which  have  large  windows,  can 
be  opened  at  any  time,  and  even  the 
cabins  on  the  lower  decks  have  win¬ 
dows  which,  in  the  event  of  a  heavy 


The  Ship’s  Lights — Port  (Red),  Starboard 
(Green) 


sea,  permit  the  cabins  to  be  supplied 
with  external  air  without  running  the 
risk  of  shipping  water.  A  cork  float 
obstructs  the  path  of  the  incoming 
wave  and  renders  the  passage  accessi¬ 
ble  to  the  air  again  after  the  outflow 
of  the  water.  The  inside  cabins  on 
most  vessels  obtain  the  daylight  partly 
from  windows  of  the  upper  decks.  The 
cabins  are  also  supplied  in  many  cases 
with  electric  fans,  especially  on  those 
vessels  which  are  going  to  the  tropics 
or  the  Mediterranean,  so  that  a  most 
refreshing  breeze  can  be  produced  at 
will.  In  many  cases  the  upper  berths 


162 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI. 


can  be  folded  up  out  of  the  way,  giv¬ 
ing  a  more  spacious  looking  stateroom. 
There  are  also  a  large  number  of  baths 
available  for  the  use  of  passengers, 
with  hot  and  cold  fresh  water  and  hot 
and  cold  sea  water.  The  baths  are  re¬ 
ferred  to  elsewhere  in  this  book.  The 
rich  passenger  may  indulge  in  the 
luxury  of  having  his  own  bath  adjoin¬ 
ing  the  cabin  if  he  is  willing  to  pay 
the  rather  high  price  which  is  demand¬ 
ed  for  such  luxurious  accommodations. 
On  one  vessel  there  is  an  entire  deck 
where  every  stateroom  has  a  private 
bath.  There  are  85  such  rooms  on 
this  deck.  The  dining  saloon  is  now  so 
well  ventilated  that  the  smell  of  cook¬ 
ing  is  no  longer  perceptible.  The  ter¬ 
rible  smell  of  coffee  being  digested  in 
the  percolators,  which  was  so  prevalent 


Calling  the  Crew  to  Quarters.  The  Clock 
Blows  the  Siren  in  a  Fog 


on  vessels  fifteen  or  twenty  years  ago, 
has  been  entirely  done  away  with. 
This  penetrating  odor  was  the  last, 
straw  to  the  semi-seasick  passenger. 

Cabin  passengers  who  are  ill  re¬ 
ceive  treatment  in  their  own  cabins. 
If  contagious  diseases  are  suspected, 
the  passenger  can  be  isolated  and 
treated  in  the  ship’s  hospital  or  spe¬ 
cially  equipped  rooms,  so  that  any  dan¬ 
ger  of  infection  is  immediately  pre¬ 
vented.  Cabins  in  which  patients  have 
been  ill  are  immediately  disinfected  on 
the  arrival  of  the  vessel  at  the  next 
port,  formalin  being  usually  used  for 
the  purpose.  Hie  steerage  passengers 


are  accommodated  in  the  steerage  part 
of  the  vessel  and  especial  hygienic 
means  are  provided  for  their  protec¬ 
tion,  as  a  considerable  number  of  them 
are  berthed  in  one  compartment.  The 
sanitary  arrangements  in  the  steerage 
are  all  that  could  be  desired,  and  supe¬ 
rior  to  those  of  many  hotels  which  are 
nearly  first  class.  The  rooms  in  the 
steerage  are  admirably  ventilated,  the 
foul  air  being  drawn  out  through 
pipes  having  an  intake  in  each  com¬ 
partment.  By  separating  the  air  sup¬ 
ply  channels  from  the  air  outlet  chan¬ 
nels  a  draught  is  prevented,  which  was 
formerly  a  nuisance  to  the  steerage 
passengers  so  that  they  stopped  up  the 
ventilating  channels  with  all  kinds  of 
clothing.  All  the  rooms  in  the  ’tween 
decks  are  heated  with  steam.  The 
food,  even  of  the  steerage  passengers, 
is  very  substantial,  as  will  be  seen 
from  a  study  of  the  bill  of  fare  which 
is  given  under  the  section  devoted  to 
the  culinary  department.  Pasteurized 
milk  is  distributed  several  times  daily 
for  the  use  of  infants.  Before  the 
steerage  passengers  come  on  board 
they  must  be  passed  by  the  doctor. 
Passengers  with  contagious  and  sus¬ 
pected  diseases  are  rejected,  also 
chronic  invalids  and  lunatics,  unless 
they  are  being  deported  by  the  proper 
authorities.  The  large  steamship  lines 
maintain  special  inspectors  at  various 
points  in  Europe,  in  order  that  the 
passengers  may  be  vaccinated  and 
otherwise  inspected.  The  doctor  goes 
twice  a  day  through  all  the  compart¬ 
ments  on  board  and  examines  every 
passertger.  If  wind  and  weather  per¬ 
mit,  the  passenger  must  come  on  deck 
and  pass  the  doctor.  They  are  left 
above  for  some  time  in  the  fresh  air 
while  the  rooms  in  the  ’tween  decks 
are  being  thoroughly  cleaned  and  dis¬ 
infected.  Every  fever  patient  is  im¬ 
mediately  transferred  to  the  hospital. 
Hospitals  are  provided  according  to 
the  number  of  passengers ;  there  are 
separate  hospitals  for  men  and  women, 
as  well  as  for  infectious  diseases.  They 
are  kept  apart  from  the  other  rooms 
in  the  'tween  decks  and  are  frequently 
situated  in  the  middle  of  the  vessei. 
Doors  with  double  hinges  make  the  en¬ 
trance  to  the  hospital  wider,  so  that 
patients  can  be  easily  carried  in  and 
out.  The  hospitals  have  all  the  mod¬ 
ern  sanitary  appliances  of  a  hospital 
on  land.  There  are  two,  three  or  four 
beds  with  wire  mattresses.  An  oper¬ 
ating  room  is  also  provided,  and  major 
operations  are  not  infrequently  per¬ 
formed  while  the  great  steamers  are 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


163 


rushing  through  the  water  at  the  high¬ 
est  possible  speed.  In  fact,  several 
eases  of  appendicitis  are  on  record 
where  the  vessel  was  not  even  slowed 
down  during  the  period  of  the  opera¬ 
tion,  as  it  was  found  that  there  was 
less  motion  when  the  great  boat  was 
forcing  its  way  through  the  water  at 
a  23-knot  clip. 

It  has  always  been  a  difficult  task 
to  properly  accommodate  the  crew  on 
a  vessel,  the  number  of  which  on  ex¬ 
press  steamers  reaches  650  to  700.  The 
men  are  separated  according  to  their 
occupations  and  are  accommodated 
close  to  where  they  have  to  do  their 
work.  The  deck  crew  are  berthed  in 
the  fore  part  of  the  vessel ;  stewards 
and  the  kitchen  personnel  below  or 
close  to  the  first  and  second  cabins, 
each  with  their  own  bathrooms ;  the 
stokers  and  coal  trimmers  have  accom¬ 
modations  close  to  the  engine.  In 
order  that  the  latter  rooms  will  not 
be  affected  by  the  heat  of  the  stoke- 
rooms  they  are  insulated  with  “Kiesel- 
gulir”  cork  or  asbestos,  which  is  then 
covered  with  a  thin  coating  of  iron. 
Several  of  the  stokers  are  accommo¬ 
dated  in  one  room,  but  the  ventilation 
is  effective  and  ample,  yielding  a  suffi¬ 
cient  supply  of  fresh  air.  The  stok¬ 
ers  also  have  their  own  dining  room. 
Ample  bath  accommodations  are  nec¬ 
essary  after  the  fierce  heat  of  the 
stokehole  or  the  grime  of  the  bunkers. 
The  modern  vessels  are  equipped  with 
means  whereby  fresh  air  is  forced 
through  ventilators  into  the  stokeholes 
and  directly  to  the  place  where  the 
stokers  are  standing.  The  large  coal 
bunkers  are  also  provided  ith  ventil¬ 
ating  machinery.  Fresh  air  is  con¬ 
veyed  downward  into  all  of  the  bunk¬ 
ers  through  ventilator  heads  or  swans’ 
necks,  which  are  fixed  on  the  top  deck. 
In  consequence  of  these  ventilating  ap¬ 
pliances,  the  cases  of  heatstroke  have 
been  reduced  to  a  minimum.  Cases  of 
heatstroke  in  the  stokerooms  occur 
chiefly  in  the  Red  Sea,  Indian  Ocean 
and  in  the  vicinity  of  the  Gulf  Stream 
when  the  natural  ventilation  fails  to 
act,  as  when  the  vessels  are  going  with 
the  wind.  It  should  be  remembered 
that  those  who  suffer  from  heatstroke 
are  usually  green  stokers  and  coal- 
passers  who  have  not  been  hardened 
to  the  severe  work  of  the  sea.  The 
food  for  the  crew  is  similar  to  that 
given  to  the  steerage  passengers,  ex¬ 
cept  that  it  is  more  ample,  according 
to  the  hard  work  to  be  performed.  The 
crew  on  the  lanre  steamers  have  their 
own  hospital.  The  kitchens  are  chiefly 


on  the  main  deck,  and  the  ventilation 
therein  is  so  good  that  the  smell  of 
the  cooking  is  entirely  done  away 
with.  A  doctor  on  board  dispenses  the 
medicines  himself,  and  an  ample  sup¬ 
ply  of  drugs  is  at  his  disposal.  A  spe¬ 
cial  room  is  provided  as  a  dispensary. 
The  greatest  possible  care  is  taken  at 
the  end  of  each  voyage  to  fill  up  the 
stock  which  has  been  depleted. 

On  nearly  all  steamships  filtering 
plants  enable  all  of  the  water  to  be  fil¬ 
tered  before  using,  even  for  washing 
purposes. 

EQUIPMENT  OF  THE  VESSEL 

Important  progress  in  steam  naviga¬ 
tion  dates  from  the  time  when  owners 
of  merchant  vessels  resolved  to  follow 
the  practice  of  the  Navy  in  dividing  the 


Listening  to  the  Submarine  Bell  of  a  Fog- 
Eelipsed  Lightship 


engine  power  and  providing  their  ves¬ 
sels  with  twin  screws.  This  not  only 
involved  greater  facilities  in  manoeu- 
vering,  but  also  created  greater  safety. 
If  a  vessel  even  met  with  the  loss  of 
one  of  its  propellers  it  was  not  com¬ 
pletely  helpless.  Besides,  the  arrange¬ 
ments  for  the  comfort  of  the  passen¬ 
gers  could  be  much  improved.  The 
first  cost  of  this  arrangement  is  nec¬ 
essarily  somewhat  high,  but  the  safety 


161 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


of  the  passengers  and  ships  is  the 
first  consideration,  so  that  twin-screw 
engines  ai-e  now  the  rule  for  all  mod¬ 
ern  passenger  ships  except  where  tur¬ 
bines  or  a  combination  of  turbines  and 
reciprocating  engines  is  used. 

For  express  steamers  the  main  con¬ 
sideration  is  that  their  voyages,  even 
in  bad  weather,  should  be  of  practi¬ 
cally  uniform  duration,  as  a  punctual 
arrival  gixarantees  correct  landing  and 
discharge  of  passengers  and  mail,  and 
it  is  remarkable  with  what  exactitude 
arrivals  can  be  predicted  at  various 
seasons  of  the  year. 

Auxiliary  Engines. — The  modem 
ocean-going  steamer  presents  a  tremen¬ 
dously  complicated  organism,  the  boiler 
plant  of  which  may  be  compared  to 
the  lungs  and  the  restlessly  working 
engines  to  the  heart  of  the  human 
body.  In  addition  to  the  propelling 
mechanism  which  moves  the  gigantic 


The  Cylindrical  Case  contains  the  Microphone 
which  indicates  Bell  Sounds  on  the  Bridge 


hull  through  the  water  by  means  of 
the  pi’opellers,  there  is  a  large  number 
of  devices  designed  to  insure  the  per¬ 
fect  working  of  the  main  engines,  or  to 
check  the  force  of  the  unfettered  ele¬ 
ments.  Besides  the  auxiliary  engines, 
which  secure  the  smooth  opei’ation  of 
the  main  engine  plant,  there  is  needed 
a  variety  of  special  devices,  by  the  aid 
of  which  the  vesse'l  is  forced  to  keep 
the  course  prescribed,  and  others  are 
necessary  to  supply  the  inhabitants  of 
the  ship  with  everything  that  may  be 
conducive  to  their  safety  and  com¬ 
fort.  A  modern  express  steamer,  for 
example,  let  us  say,  a  vessel  of  20,000 
tons  and  45-000  horsepower,  is 
equipped  with  126  steam  cylinders,  of 
which  16  belong  to  the  engine-driv¬ 
ing  plant,  whereas  the  rest  are  re¬ 
quired  for  the  operation  of  auxiliary 


engines.  Powerful  pumping  engines 
are  needed  to  effect  the  circulation  of 
water  and  steam  between  the  boilers 
and  the  engines,  and  to  these  are 
added  engines  to  put  the  water  in  such 
xi  condition  as  to  require  as  little  coal 
as  possible  for  its  evaporation,  and  to 
guarantee  a  minimum  of  wear  and  tear 
on  boilers  and  engines.  After  the 
steam  has  done  its  work  in  the  engine 
and  has  been  converted  into  its  origi¬ 
nal  element  in  the  condenser,  it  is  con¬ 
ducted  to  a  large  tank,  from  which  the 
feed  pumps  in  their  turn  lead  it  back 
to  the  boilers,  after  it  has  pi’eviously 
passed  through  one  or  two  filters  or 
oil  separator's,  to  be  cleared  from  oily 
substances,  and  has  been  given  a 
higher  temperature  in  special  feed- 


The  Submarine  Bell  Sounds  from  Light¬ 
houses,  Lightships  and  Tenders 

water  heaters,  in  order  to  save  coal 
in  the  process  of  its  re-evapoi'ation. 
The  air  pumps  and.  the  boiler  feed 
pumps,  which  were  formerly  operated 
by  the  main  engine,  have  developed  in 
large  steamers  into  powerful  steam 
pump  plants  and  work  quite  independ¬ 
ently  of  the  main  engines.  The  same 
may  be  said  of  the  condensing  water 
pumps,  which  pump  the  cooling  water 
through  the  condenser ;  they  are  usu¬ 
ally  of  the  centrifugal  type  and  are 
likewise  operated  by  engines  of  their 
own.  Since  the  water  in  its  circular 
course  between  the  boilers  and  the  en¬ 
gine  necessarily  loses  in  quantity,  salt 
water  evaporator's  are  provided,  in 
which  the  salt  water  is  distilled  into 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


165 


fresh  water,  for  even  a  partial  use  of 
salt  water  would  have  an  injurious 
effect  on  the  steel  boilers.  An  exces¬ 
sive  quantity  of  air  in  the  feed  water, 
which  is  likewise  detrimental  to  the 
boilers,  is  exhausted  by  special  air- 
discharging  devices  attached  to  the 
feed-water  heaters. 

Reversing  Engine. — The  most  impor¬ 
tant  auxiliary  engine  for  the  operation 
of  the  main  engine  is  the  reversing 
gear,  which  enables  the  engineer  to 
quickly  and  safely  effect  a  change  from 
a  forward  to  a  retrograde  motion  by 
the  turn  of  a  hand  wheel.  This  is  a 
feature  which  is  of  the  utmost  impor¬ 
tance  in  the  handling  of  the  ship  and 
on  which  the  safety  even  of  the  ship 
may  possibly  depend. 

Ashes. — The  considerable  quantities 
of  ashes  from  the  fires  are  removed 
by  a  special  device,  which  hoists  the 
ashes  and  blows  them  out  to  sea 
through  a  special  system  of  pipes.  The 
old  ash  hoist  with  its  terrible  din  is 
now  a  thing  of  the  past,  except  when 
ashes  have  to  be  removed  in  port. 
Large  steam  donkey  engines  are  also 
employed  for  the  opening  and  closing 
of  the  stop  valves  that  admit  the 
steam  from  the  boiler  to  the  engine. 

Governors. — In  a  heavy  sea,  when 
the  ship  rolls  and  pitches  and  the 
screws  are  frequently  lifted  out  of  .the 
water,  the  engines  are  apt  to  race ; 
that  is  to  say,  the  number  of  revolu¬ 
tions  is  increased,  whereby  fractures 
of  parts  of  the  engines  may  be  caused. 
The  governors  cut  off  the  steam  from 
the  engine  by  closing  the  throttle 
valve.  In  large  engine  plants  the 
throttle  valve  also  is  manceuvered  by 
donkey  engines. 

Turning  Engines. — In  order  to  be 
able  to  execute  repairs  on  the  main  en¬ 
gine  it  sometimes  becomes  necessary 
to  slowly  turn  the  same,  and  as  this 
can  be  done  by  hand  power  only  in  the 
case  of  small  engines  steam-driven 
turning  gear  is  resorted  to.  In  large 
steamers  there  is,  moreover,  a  travel¬ 
ing  crane,  usually  driven  by  electric¬ 
ity,  which  commands  the  entire  length 
of  the  engine  room,  and  is  able  to  lift 
and  move  the  numerous  weights  and 
covers,  pistons,  etc.,  as  if  they  were 
feathers. 

Repair  Shop. — All  large  steamers 
have  a  repair  shop  equipped  with  elec¬ 
trically  driven  machine  tools,  enabling 
all  minor  repairs  to  be  made  with  des¬ 
patch. 

Steering  Gear. — The  steam  steering 
gear  is  a  most  important  auxiliary 
machine  for  the  manoeuvering  of  the 


ship  and  has  been  referred  to  else¬ 
where. 

Bilge  Pumps,  IT  ’inches  and  Capstans. 
— Owing  to  the  improved  construction 
of  ships  in  which  the  hull  is  divided 
into  a  number  of  separate  watertight 
compartments,  the  danger  of  accidents 
through  the  admission  of  water  into 
the  ship  has  been  very  considerably 
diminished,  and  to-day  compartments 
can  be  emptied  with  the  aid  of  special 
bilge  pumps.  The  bulkhead  doors  have 
also  been  referred  to  elsewhere.  For 
the  handling  of  freight  and  coal,  for 
the  swinging  of  the  boats  in  and  out, 
there  are  freight  winches,  coal 
winches,  deck  cranes  and  boat  hoists 
of  various  types,  which  are  operated 
by  steam  or  electricity.  The  capstans 
have  likewise  developed  iuto  large  en¬ 
gine  plants.  Some  idea  of  the  work 
which  they  have  to  perform  may  be 
gained  when  it  is  stated  that  the 
weight  of  a  single  link  of  the  largest 


Life  Rafts  are  stored  on  the  Center  of  the  Boat 
Deck  which  carries  the  Life  Boats 


size  of  an  anchor  chain  is  450  pounds 
and  the  anchor  itself  may  weigh  up 
to  10  tons. 

Electricity. — The  electric  current  re¬ 
quired  for  illuminating  and  minor 
power  purposes  is  generated,  on  large 
steamers,  by  a  plant  which  would  in 
many  cases  be  able  to  furnish  elec¬ 
tricity  for  a  whole  city.  The  distribu¬ 
tion  of  the  current  is  made  at  the 
switchboard,  and  every  safety  device 
known  to  the  electrical  engineer  is 
provided.  There  are,  in  addition,  elec¬ 
tric  bells  and  telephones.  Electric 
heating  is  gaining  favor  every  day  for 
steamships,  but  passengers  should  re¬ 
member  that  electrical  heat  is  very  in- 


166  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


sidious,  and  great  care 
should  be  taken  that 
no  articles  of  clothing, 
rugs,  etc.,  be  left  on 
the  radiators. 

Heating. —  Steam 
heating  varies  on  different 
shij:s,  but  it  is  safe  to  say 
that,  all  these  steamers 
are  comfortable  and  that 
a  passenger  will  be  kept 
perfectly  warm  at  all 
times  of  the  year. 

Ventilation. — The  ven¬ 
tilation  of  the  ship  has 
come  in  for  the  greatest 
possible  attention,  partic¬ 
ularly  as  regards  the 
staterooms,  whiel^  are 
supplied  with  fresh  air 
regardless  of  the  weather. 
The  engine  and  boiler 
rooms  are  ventilated  with 
air  by  electrically  driven 
centrifugal  ventilators, 
besides  the  ordinary  air 
pipes,  while  in  the  salons 


and  staterooms  the  impure  air  is  ex¬ 
hausted  and  fresh  air  is  admitted  by 
electrical  fan  ventilators  and  by  nat¬ 
ural  ventilation  through  air  pipes. 

Cold  Storage. — With  the  growing 
shortness  of  the  voyage  and  the 
increased  demands  of  fastidious 
passengers  in  regard  to  the  cater¬ 
ing,  requirements  in  the  wray  of 
facilities  for  the  storage  of  provi¬ 
sions  have,  of  course,  kept  pace. 
There  are  provided  on  board 
modern  passenger  steamers  a  large 
number  of  storerooms  of  various 
^inds  for  the 
storage  of  meat, 
poultry,  fish, 
vegetables, fruit, 
beer,  etc.,  each 
room  requiring 
a  special  tem¬ 
perature.  To 
these  store¬ 
rooms  are  added 
ice-chests  in  the 
pantries.  The 
necessa  r  y 


“Wigwagging”  Signal  for  Man  Overboard. — Releasing  the  Automatic  Life  Rings  from  the 
Bridge. — Sailors  Throwing  Over  a  Life  Ring  under  the  Direction  of  an  Officer 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


167 


low  temperature  is  created  by  special 
refrigerating  plants. 

Kitchens. — Machine  power  is  play¬ 
ing  a  very  important  part  in  the  whole 
of  the  culinary  department  of  the  mod¬ 
ern  steamship.  In  the  kitchen  high- 
tension  steam  is  exclusively  used  for 
the  cooking  of  nearly  everything.  All 
kinds  of  electrically  driven  machines 
perform  their  work  most  economically 
and  in  a  tenth  of  the  time  required  by 
manual  labor. 

Gymnasiums. — In  order  to  provide 
physical  exercise  for  the  passengers, 
to  counterbalance  the  effects  of  a  good 
cuisine  and  idleness,  the  latest  passen¬ 
ger  steamers  are  equipped  with  gym¬ 
nasiums  containing  the  most  compli¬ 
cated  medico-mechanical  apparatus. 

Printing  Office. — The  printing  office 
has  electrically  operated  printing 


The  Lonesome  Bell  Buoy  is  Heard  on  Every 
Coast 

presses  for  printing  the  bills  of  fare, 
programs,  and  sometimes  the  daily 
paper  which  is  issued  on  many  steam¬ 
ers,  thanks  to  the  wireless  telegraph. 
Without  exaggeration,  the  modern 
ocean-going  passenger  steamer  may 
therefore  be  said  to  combine  all  of  the 
achievements  of  technical  science 
which  are  in  their  final  purpose  al¬ 
ways  employed  with  a  view  of  provid¬ 
ing  for  the  safety,  well-being  and  com¬ 
fort  of  the  traveling  public. 

Many  a  brain  worker  finds  mountain 
climbing  a  wonderful  stimulus,  and  it  is  not 
easy  work,  requiring  a  level  head  and  steady 
nerve,  but  each  year  the  number  of  alpinists 
is  heavily  increased  and  many  well  known 
Americans  are  among  those  that  each  year 
take  walks  up  a  mountain  for  exercise. 


THE  WORK  OF  THE  SHIP. 

Of  all  the  works  of  men's  hands 
and  brains  few  things  are  quite  so 
impressive  and  fascinating  as  a  ship. 
It  seems  so  impossible  that  any  fabric 
put  together  by  man  could  possibly 
endure  the  great  force  of  ocean  waves, 
still  less  make  its  way  unerringly 
across  them  to  a  purposed  destination. 
The  word  “steamship”  really  stands 
for  two  distinct  and  separable  things, 
a  steam  engine,  or  engines,  and  a  ship 
to  carry  them.  An  admirable  book  is 
“The  Boys’  Book  of  Steamships,”  by 
J.  R.  Howden,  which  is  published  in 
London  by  E.  Grant  Richards.  This 
title  is  really  a  misnomer,  and  we 
should  be  tempted  to  call  it  “Every¬ 
body’s  Book  of  Steamships,”  as  it  is 
filled  with  the  most  accurate  informa¬ 
tion,  from  which  we  glean  some  of  the 
following  interesting  particulars: 

The  ship’s  company  of  a  great  pas¬ 
senger  steamer  divides  itself  into  three 
sections,  which  we  may  call  the  deck, 
or  navigation,  the  engine-room,  and 
the  personal  departments.  The  deck 
department  comes  first  by  right  of  pre¬ 
scription  as  well  as  by  the  fact  that 
its  head,  the  captain  of  the  ship,  has 
a  very  important  position  in  the  eyes 
of  the  law  as  the  ruler  over  his  little 
kingdom.  But  increasing  responsibili¬ 
ty  seems  to  be  thrown  upon  the  en¬ 
gine-room,  and  the  captain  is  indeed 
powerless  if  the  engine-room  reports  a 
serious  breakdown.  The  captain  is  re¬ 
sponsible  for  everything  which  con¬ 
cerns  the  navigation  of  the  ship  as  he 
moves  her  from  port  to  port.  To  his 
absolute  and  unfettered  judgment  is 
committed  every  detail  of  her  han¬ 
dling,  whether  in  calm  or  storm,  in 
foggy  weather  or  clear.  From  his 
post  on  the  lofty  navigating  bridge  he 
has  every  detail  of  the  management  of 
the  ship  under  his  control.  In  the 
large  liners  he  is  in  both  telegraphic 
and  telephonic  communication  with 
not  only  the  engine-room,  but  with  the 
officers  stationed  at  the  great  anchor 
or  warping  capstans  both  fore  and  aft. 
The  ship  is  always  taken  into  or  out 
of  port  by  the  captain  himself,  of 
course  with  the  aid  of  a  pilot.  On  such 
occasions  the  bow  is  in  charge  of  the 
first  officer,  who  executes  the  orders 
telegraphed  from  the  bridge  as  to  get¬ 
ting  up  or  dropping  the  anchor,  han¬ 
dling  the  warps  used  for  mooring  or 
hauling  off,  and  other  similar  work. 
The  after  portion  of  the  vessel  is 
under  the  care  of  the  second  officer, 
who  has  charge  of  the  operations  in 


1G8 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


that  quarter.  Another  officer  sees  to 
the  carrying  out  of  orders  given  to  the 
quartermaster  at  the  wheel,  another 
attends  to  the  engine-room  telegraph, 
another  to  the  bow  and  stern  tele¬ 
graphs,  and  so  on.  Everything  is 
planned  beforehand  ;  nothing  is  left  to 
chance.  All  is  carried  out  in  absolute 
stillness.  This  triumph  of  the  ship’s 
handling  is  indeed  the  triumph  of  or¬ 
ganization.  The  man  who  goes  up  to 
his  vessel’s  bridge  and  quietly  takes 
into  his  hands  over  ten  million  dol¬ 
lars’  worth  of  property,  and  the  lives 
of  about  three  thousand  of  his  fellow- 
creatures,  must  be  indeed  a  man  of  no 


tie  adjustments  and  correspondences 
which  make  a  safe  voyage  go  wrong, 
then  it  is  that  the  captain  shines  in 
his  true  colors,  giving  himself  without 
stint  for  the  safety  of  his  ship  and 
passengers.  As  these  lines  are  written 
the  cable  has  brought  word  that  a  fire 
was  discovered  on  the  “Celtic”  in  mid¬ 
ocean  on  December  22,  and  the  cap¬ 
tain  did  not  let  the  passengers  know 
about  it,  and,  as  the  flames  were  not 
visible,  all  on  board  were  in  entire  ig¬ 
norance  of  their  danger.  In  fair 
weather  the  genial  captain  of  the  “Cel¬ 
tic”  spends  much  of  liis  time  with  the 
passengers,  but  in  an  emergency  like 


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.  n  I  >: 

Twenty-two  Trains  of  Thirty  Trucks,  Each  Truck  Containing  Ten  Tons,  are  necessary  to  Carry 
the  Coal  Required  for  One  Trip  Between  Liverpool  and  New  York  of  a  Giant  Ocean  Liner 


ordinary  sort.  Upon  him  in  the  last 
resort  all  carefully  laid  plans  must 
hinge.  To  him  the  helpless  multitudes 
clustering  on  the  superimposed  decks 
must  look  for  protection.  His  mental 
processes  may  mean  a  question  of  life 
and  death  to  them. 

On  an  ordinary  trip,  such  as  a  trav¬ 
eler  usually  enjoys,  these  things  are 
all  forgotten,  and  the  “skipper”  is 
little  more  than  a  pleasant  host  to  the 
saloon  passengers,  who  vie  with  them¬ 
selves  in  obtaining  introductions  which 
will  allow  them  to  sit  at  the  captain’s 
table;  but  let  one  of  the  hundred  lit- 


this  he  at  once  ordered  that  the  hatch¬ 
es  be  closed  and  sealed  :  efforts  were 
made  to  locate  the  fire,  but  the  mat¬ 
ter  was  carefully  guarded  from  the 
passengers,  whose  passage  was  not 
made  less  pleasant  by  the  anxiety  of 
the  crew.  Above  decks  there  was  no 
evidence  of  anything  unusual,  not¬ 
withstanding  the  fact  that  the  fire  was 
burning  steadily  below. 

In  times  of  fog  or  storm  the  cap¬ 
tain’s  care  is  unceasing ;  for  days  and 
nights  together  he  stands  on  the  bridge, 
taking  no  rest,  and  only  snatching  his 
food  as  he  watches,  this  being  brought 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


109 


to  him  in  a  covered  box,  as  he  cannot 
leave  the  bridge.  The  romance  of  the 
sailing-ship  was  one  thing,  but  the  ro¬ 
mance  of  the  steamer  is  quite  as  much. 
To  have  under  one’s  care  and  con¬ 
trol  a  vessel  GOO  or  700  feet  long, 
crashing  into  the  teeth  of  a  blinding 
Atlantic  gale,  covering  three  times  her 
own  length  every  minute,  demands  as 
much  courage  and  resource  as  was 
needed  by  the  captain  of  the  old  sail¬ 
ing  packet.  The  other  officers  are  cap¬ 
tains  in  embryo,  and  all  will  in  time 
arrive  at  that  position  if  they  have 
success. 

As  soon  as  the  harbor  “stand-by”  is 
finished,  half  of  the  deck  department 
remains  on  duty  while  the  other  goes 
off.  The  two  halves  are  called  re¬ 
spectively  the  port  and  starboard 
watches.  The  day  is  thus  divided  : 

Midnight  to  4  a.  m.— : middle  watch  ; 
4  a.  m.  to  8  a.  m. — morning  watch  ; 
8  a.  m.  to  noon — forenoon  watch ; 
noon  to  4  p.  m. — afternoon  watch ; 
4  p.  m.  to  G  p.  m. — first  dog  watch  ; 
6  p.  m.  to  8  p.  m. — second  dog  watch  ; 
8  p.  m.  to  midnight— first  watch. 

The  number  of  men  grouped  in  these 
watches  varies  with  the  ship.  The 
liner  of  to-day  can  carry  comparative¬ 
ly  few  men  in  a  deck  department. 
The  following  is  a  list  of  the  officers 
in  the  navigating  department  on  board 


the  “Mauretania"  : 

Captain  .  1 

Officers  .  8 

Quartermasters  . 8 

Boatswains  .  3 

Carpenters  .  3 

Lamp-trimmer  and  yeoman .  2 

Masters-at-arms  .  2 

Marconi  telegraphists .  2 

Seamen  .  40 


G9 

To  the  quartermasters  is  entrusted 
the  steering  of  the  ship.  This  is  ac¬ 
complished  by  the  steam  steering-gear, 
which  is  arranged  so  that  a  small 
steering  wheel  in  the  wheel-room  on 
the  bridge  admits  sufficient  steam  to 
the  steering  engine  to  cause  it  to  turn 
the  tiller  the  required  distance  in  the 
required  direction.  The  tiller  head  in 
large  ships  consists  of  a  heavy  steel 
quadrant  with  a  toothed  edge,  with 
which  the  steering  engine  engages  by 
means  of  a  bevel  gear.  The  steer¬ 
ing  engine  itself  is  usually  in  dupli¬ 
cate,  one  engine  being  worked  on  one 
trip,  and  its  fellow  on  the  next,  so 
that  either  is  available  in  turn  as  a 


reserve  engine.  The  tiller  quadrant  is 
connected  with  the  rudder  head  by 
means  of  an  arrangement  of  coiled 
springs,  which  take  up  the  shock  of  a 
heavy  sea  striking  the  rudder  and  pre¬ 
vent  the  force  of  the  blow  from  being 
transmitted  to  the  engirit.  In  case 
of  an  entire  breakdown  hand  wheels 
are  provided,  which  can  be  worked 
manually  by  four  men. 

It  is  the  lamp-trimmer’s  duty  to  see 
that  the  oil  lamps,  which  are  still 
sometimes  used  for  the  ship’s  lights, 
are  trimmed,  cleaned  and  filled.  Four 
of  the  most  able-bodied  and  experi¬ 
enced  seamen  are  appointed  to  the  po¬ 
sition  of  “lookout.”  Two  of  these  are 
constantly  on  duty  in  the  little  crow’s 
nest  perched  high  upon  the  foremast 
within  hailing  distance  of  the  bridge. 
The  ascent  to  the  crow’s  nest  is  usual¬ 
ly  up  an  iron  ladder  within  the  mast 
itself. 

The  deck  department’s  duties  in¬ 
clude  everything  connected  with  the 
keeping  of  the  deck  and  its  gear  tidy 
and  clean.  As  soon  as  the  vessel 
leaves  port  the  litter  and  lumber  is 
cleared  up,  the  decks  are  washed  with 
sand  and  water  and  are  rubbed  with 
“holystones.”  Every  morning  the 
earliest  sound  to  reach  the  ears  of 
the  sleeper  is  the  noise  of  the  brooms 
and  water  on  deck.  The  smallest  dis¬ 
coloration  on  the  paint  is  at  once  no¬ 
ticed  and  the  spot  is  promptly  painted 
over.  It.  is  only  by  such  minute  pre¬ 
cision  that  depreciation  is  decreased. 
One  of  the  first  duties  on  leaving  port 
is  the  preparation  of  a  couple  of  small¬ 
er  lifeboats,  one  on  either  side  of  the 
ship,  so  that  they  may  be  ready  to 
render  instant  succor  if  the  terrible 
cry  of  “man  overboard"  is  raised.  For 
this  purpose  they  are  swung  outward 
on  their  davits,  and  are  lashed  to  pad¬ 
ded  poles  secured  to  the  davits  to  pre¬ 
serve  them  from  any  injury  due  to  the 
rolling  of  the  ship.  They  are  equipped 
with  oars,  mast,  sails,  baler,  water 
breaker,  and  other  necessaries ;  thole 
pins  and  rudder  are  secured  in  their 
places,  and  the  falls,  by  which  the 
boats  would  be  lowered  into  the  water, 
carefully  oiled  so  that  a  single  turn  of 
the  wrist  will  cause  life  rings  to  drop 
into  the  water  on  either  side,  both  fore 
and  aft,  and  a  warning  light  indi¬ 
cates  to  the  officer  in  charge  when  they 
have  all  left  the  vessel.  Wig-wag  sig¬ 
nals  are  also  used  in  case  of  an  emer¬ 
gency  of  this  kind,  to  locate  the  sup¬ 
posed  person  in  peril.  The  derricks 
are  then  unshipped  and  laid  carefully 
to  rest  on  the  crutches  provided,  and 


170 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


all  the  miscellaneous  gear  with  which 
the  modern  vessel  of  large  carrying 
capacity  is  encumbered  has  to  be  safe¬ 
ly  stored  away.  On  most  of  the  mod¬ 
ern  ships  electrical  installation  has 
been  provided  to  run  the  engines.  The 
deck  department  includes  all  signal¬ 
ing  arrangements.  The  flag  signaling 
is  most  in  use ;  the  flags  spell  out  mes¬ 
sages  according  to  the  international 
code.  The  signals  are  read  with  the 
aid  of  a  glass.  The  distance  at  which 
such  messages  are  readable  is  com¬ 
paratively  short,  but  of  course  in  a 
fog,  thick  squall,  or  windless  calm. 


important,  although  they  are  limited 
in  range.  They  consist  principally  of 
general  warnings,  such  as  when  a  ves¬ 
sel  is  about  to  loose  from  a  dock,  etc., 
also  in  foggy  weather  when  a  long 
blast  on  the  siren  at  regular  intervals 
makes  night  and  day  hideous.  The 
fog  siren  is  very  often  blown  with  the 
aid  of  a  clock  which  controls  its  mech¬ 
anism,  as  shown  in  one  of  our  en¬ 
gravings.  Another  use  is  in  narrow 
waters  when  vessels  are  meeting, 
crossing  or  overtaking  one  another.  In 
these  cases  whistle  signals  may  be 
used  as  follows  : 


Telegraph 
Telephone 
tiff  Attendants 
&  Printers 


X  390 
Engineers  -  Dept 


THE  PERSONNEL  OF  A  SHIP  LIKE  THE  “MAURETANIA” 


they  are  useless.  One  of  the  plates  in 
this  volume  gives  all  the  flags  used, 
and  on  another  page  will  be  found  full 
information  regarding  the  signals. 

Besides  these  flag  signals,  there  are 
sound  signals,  some  of  which  are  also 
visible,  such  as  a  gun  fired  at  inter¬ 
vals,  rockets,  flares,  blue  lights,  and 
other  pyrotechnic  displays.  Each  line 
has  special  signal  lights  which  are 
largely  used  for  calling  pilots.  A  gun 
fired  every  minute,  rockets,  flares  and 
shells  fired  one  at  a  time,  are  all  sig¬ 
nals  of  distress.  The  signals  given  by 
means  of  the  steamer’s  siren  are  also 


One  short  blast  to  mean  I  am  di¬ 
recting  my  course  to  starboard. 

Two  short  blasts  to  mean  I  am  di¬ 
recting  my  course  to  port. 

Three  short  blasts  to  mean  I  am 
going  full  speed  astern. 

The  rules  of"  the  road  at  sea  are  sim¬ 
ple  ;  all  steamers  must  keep  out  of  the 
way  of  sailing  vessels,  and  all  those 
meeting  end  on  keep  to  the  right.  The 
most  fertile  cause  of  collision  is  when 
steamers  are  crossing  one  another’s 
track.  The  rule  for  steamers  crossing 
one  another  is  that  the  one  which  has 
the  other  on  its  right  hand,  or  star- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


171 


board  side,  must  keep  out  of  the  way. 
Of  course,  no  rules  are  of  avail  when 
the  weather  is  so  thick  that  ships  can¬ 
not  see  one  another  in  time,  and  the 
more  slowly  the  ship  is  going,  the 
more  slowly  will  she  answer  her  helm. 
The  care  of  all  the  steam  whistles  is 
under  the  control  of  the  officer  of  the 
watch,  who  also,  unless  the  captain  be 
present,  superintends  the  making  of 
all  the  other  signals.  These  signals 
are  actually  made,  in  most  ships,  by 
the  quartermasters,  upon  whom  also 
devolve  the  raising  and  lowering  of 
house  flags  and  ensigns. 

The  wireless  telegraph,  which  is  re¬ 
ferred  to  in  extenso  elsewhere,  is  the 
most  valuable  aid  to  navigation  since 


a  couple  of  years  ago,  when  the  wire¬ 
less  fell  to  the  deck.  In  the  midst  of 
a  terrible  storm  practically  all  work 
was  suspended  on  the  decks  until  the 
sailors  had  succeeded  in  rigging  the 
“aerials”  and  we  were  once  more  in 
communication  with  Cape  Sable.  The 
installation  is  not  only  used  as  an 
aid  to  navigation,  but  commercial  mes¬ 
sages  are  received  from  passengers  as 
well.  A  chart  is  exhibited,  usually  in 
the  companionwTay,  intimating  with 
what  passing  vessels  communications 
are  being  maintained.  Some  ves¬ 
sels  carry  a  post-office  staff  of  mail 
sorters,  who  sort  up  the  mail  during 
the  trip,  so  that  as  soon  as  it  is  land¬ 
ed  it  may  be  scattered  at  once  to  its 


1300. Cfass 


.  Ist  Class 

.  p. 

yea 

«s  *  nf&r  ■*. 

28)  ’ 

||§|j 

THE  PASSENGERS  OF  A  SHIP  LIKE  THE  “MAURETANIA” 


the  invention  of  the  compass.  It  is 
to  be  hoped  that  before  long  every 
ocean-going  steamer  will  be  equipped 
with  this  very  valuable  modern  inven¬ 
tion.  Perched  away  in  some  lofty  cor¬ 
ner  of  the  deck  is  the  wireless  opera¬ 
tor’s  house,  and  from  it  run  the  wires 
which  connect  to  the  “aerials,”  which 
are  stretched  from  mast  to  ipast.  Con¬ 
stant  messages  as  to  the  weather,  post¬ 
ed  in  the  companionways,  sent  by 
other  ships  or  from  the  land,  beget  the 
greatest  possible  confidence  in  the  safe¬ 
ty  of  ocean  travel.  The  writer  of 
this  book  will  never  forget  the  conster¬ 
nation  which  was  caused  on  a  voyage 


various  destinations  without  going  to 
a  land  office. 

Turning  now  from  the  deck  to  the 
engine-room,  we  find  that  on  the 
"Mauretania”  the  complement  for 
navigating  purposes  is  as  follows  : 


Engineers  .  33 

Refrigerating  engineers .  3 

Firemen  .  204 

Trimmers  . 120 

Greasers  .  33 


The  duties  of  the  engineers’  depart¬ 
ment  are  legion.  Besides  the  main 
engines,  or  turbines,  as  the  case  may 


172 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


be,  with  their  accompanying  equip¬ 
ment  of  pumps,  air,  hot  well,  feed 
water,  etc.,  there  is  a  vast  installa¬ 
tion  of  auxiliary  machinery.  There 
are  dynamos  to  provide  the  electric 
light  and  power  needed  throughout  the 
ship,  under  the  charge  of  competent 
electrical  engineers  ;  then  there  are  the 
refrigerating  engines,  ventilators  of 
all  kinds,  for  the  modern  liner  has  no 
odor  of  any  description.  An  elaborate 
pump  system  is  arranged  to  fill  or 
empty  any  part  of  the  hidden  honey¬ 
comb  of  water  chambers  as  the  navi¬ 
gating  department,  may  require,  with 
a  view  to  altering  the  trim  of  the  ship. 
Then  an  adequate  equipment  of  fire- 
pumps  must  be  always  ready  at  a  mo¬ 
ment’s  notice  to  flood  any  part  of  the 
ship  if  a  danger  such  as  that  of  fire 
should  threaten.  Most  or  all  of  these 
pumps  must  also  be  arranged  so  as 
to  be  available  for  use  in  freeing  the 
ship  of  water  in  the  event  of  collision 
or  any  other  like  peril.  Besides  all 
these  there  are  the  service  pumps  for 
the  domestic  uses  of  the  ship.  Kitchen 
and  pantries  need  copious  supplies  of 
fresh  water,  both  hot  and  cold ;  the 
bathrooms  scattered  throughout  the 
vessel  must  be  amply  supplied  with 
both  hot  and  cold  fresh  and  sea  water ; 
while  there  are  also  the  many  lava¬ 
tories  and  water-closets  to  be  served. 
When  we  remember  the  number  of 
people,  passengers  and  crew,  carried 
on  board  a  big  liner,  we  can  begin  to 
conceive  of  the  complex  labyrinth  of 
piping  and  the  extensive  pumping  ma¬ 
chinery  that  these  services  demand. 
Other  auxiliary  machines  are  the  ash 
hoists,  where  the  pneumatic  system  of 
ash  ejectors  is  in  use.  This  ingenious 
contrivance  distributes  the  ashes  in  a 
constant  brown  stream  twenty  feet 
from  the  ship’s  side.  Labor  is  confined 
to  shoveling  the  ashes  into  a  hopper, 
time  is  immensely  reduced,  and  the 
decks  are  kept  clean.  The  engineer¬ 
ing  department  also  has  charge  of  the 
powerful  winch  and  capstan  engines 
used  for  getting  up  anchor,  stowing 
the  cargo  and  baggage,  and  such  like. 
There  is  also  a  large  amount  of  steam¬ 
piping  for  heating  purposes,  although 
on  many  ships  the  cabins  are  also 
heated  by  electricity  as  well.  On  the 
“Lusitania,”  for  instance,  there  are  no 
less  than  06  auxiliary  machines  of  one 
sort  and  another,  besides  her  main  tur¬ 
bines.  The  engineers’  work  is  by  no 
means  ended  when  the  steamer  reaches 
port.  In  fact,  it  is  in  port  that  the 
foundation  is  laid  which  will  result  in 


freedom  from  trouble  and  breakdown 
at  sea. 

We  now  come  to  the  stewards’  de¬ 
partment,  and  again  using  the  “Mau¬ 
retania”  as  an  example,  we  find  the 
complement  of  the  personal  depart¬ 
ment  as  follows  : 


Doctor  .  1 

Purser  .  1 

Assistant  pursers .  2 

Chief  steward .  1 

Chief  steward’s  assistants .  2 

Chef  .  1 

Barbers  .  2 

Cooks  and  bakers .  28 

Matrons  .  2 

Stewardesses  .  10 

Mail-sorters  .  7 

Typists  .  2 

Leading  stewards,  barkeepers,  etc.  50 
Stewards  .  307 


470 

The  doctor  is  responsible  for  the 
health  of  every  person  on  board  the 
ship,  and  also  for  every  steerage  pas¬ 
senger,  who  must  undergo  the  doctor’s 
scrutiny  so  as  to  guard  against  in¬ 
fectious  diseases  being  introduced  into 
the  vessel. 

The  daily  round  of  inspection  be¬ 
gins  at  10  :30  every  morning  on  most 
ships.  This  is  conducted  by  the  cap¬ 
tain  himself,  accompanied  by  the  doc¬ 
tor,  purser  and  chief  engineer.  To¬ 
gether  they  make  the  round  of  the  ship 
to  see  that  everything  is  in  perfect 
order  and  to  investigate  any  causes 
of  complaint.  The  purser  is  a  very 
hard-worked  individual,  who  can  ren¬ 
der  much  help  to  passengers,  as  can 
also  the  purser’s  assistant  or  head 
steward.  The  purser  receives  valua¬ 
bles,  exchanges  money,  and  through 
his  department  pass  all  the  ship’s  ac¬ 
counts,  as  well  as  those  of  the  pas¬ 
sengers.  The  stewards  are  divided  in¬ 
to  two  main  classes — the  saloon  stew¬ 
ards,  who  wait  on  passengers  at  meal 
time  and  generally  through  the  day, 
and  the  stateroom  stewards,  whose  du¬ 
ties  are  sufficiently  indicated  by  their 
nomenclature.  These  last  are  again 
divided  into  those  on  duty  by  night 
and  by  day.  Among  the  minor  stew¬ 
ards  are  deck  stewards  and  smoke- 
room  stewards,  and  some  of  these 
stewards  are  allotted  to  each  class  of 
passengers.  Everything  ■  must  be  kept 
in  spotless  condition  to  satisfy  the  ex¬ 
acting  requirements  of  the  traveler  for 
whose  money  many  lines  are  compet¬ 
ing,  and  the  chief  steward  has  eyes  as 
keen  as  any  housewife’s  to  detect  any 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


173 


signs  of  slovenliness  or  dirt.  A  con¬ 
stant  check  must  be  kept  upon  the 
issue  and  use  of  all  stores.  On  a 
first-class  liner  the  cost  of  the  raw 
materials  for  food  would  almost  stag¬ 
ger  an  ordinary  hotel  proprietor.  The 
writer  has  it  upon  credable  authority 
that  on  one  line  the  actual  cost  of 
materials  provided  for  each  passenger 
costs  $2.50  a  day  without  service.  On 
a  certain  coast-wise  line  where  the 
table  is  also  well  spoken  of,  the  ex¬ 
pense  for  the  same  period  was  only 
79  cents.  Of  course,  hothouse  grapes 
and  grapefruit  out  of  season  form 
quite  a  feature  in  expenses  of  this 


fore,  it  is  hoped  that  no  reader  of  this 
book  will  ever  be  tempted  to  take  an 
after-dinner  coffee  spoon  as  a  souvenir. 
Similar  stock-taking  is  going  on  in  all 
articles  at  the  same  time.  Everything 
in  the  way  of  cooking  utensils  is 
thoroughly  cleaned  and  overhauled. 
All  the  table  and  bed  linen  is  collected 
and  sent  ashore,  usually  to  the  com¬ 
pany’s  own  laundry.  On  a  ship  like 
the  “Lusitania,”  where  about  3,000 
dinner  napkins  are  used  in  a  day,  one 
will  get  some  idea  of  what  the  five- 
days’  wash  really  means.  Every  bit 
of  carpet  is  taken  up  and  beaten, 
floors  and  walls  are  scrubbed.  In 


THE  MERSEY 

The  Training  Ship  of  the  White  Star  Line 


kind.  Elsewhere  we  give  graphical 
comparisons  of  the  provisions  which 
are  consumed  by  two  of  the  great  lin¬ 
ers.  The  storerooms,  the  butcher’s 
and  grocer's  shops,  and  all  the  ma¬ 
chinery  of  housekeeping  are  a  most  in¬ 
teresting  sight. 

The  work  of  the  stewards  is  not 
confined  to  the  time  during  which  the 
vessel  is  at  sea.  At  the  end  of  the 
voyage  the  ship  undergoes  a  thorough 
spring  cleaning.  Every  piece  of  plate 
or  cutlery  belonging  to  the  vessel  is 
collected  and  checked.  If  there  is  any 
shortage  the  account  is  divided  up  and 
assessed  against  the  stewards ;  there- 


third-class  quarters  even  the  mattress¬ 
es  are  ripped  and  the  straw  stuffing 
taken  out  and  burned,  then  the  covers 
are  thoroughly  purified  and  sewn  up 
again  with  fresh  straw.  The  quarters 
are  then  whitewashed  or  painted.  The 
plumbers  are  engaged  in  overhauling 
the  plumbing  during  the  same  time, 
while  carpenters  and  joiners  and  up¬ 
holsterers  are  busy. 


In  traveling  in  winter  a  hand  or  foot 
warmer  will  be  found  a  great  comfort.  The 
best  trains  are  properly  heated  as  at  home, 
but  once  off  the  beaten  track  and  discomfort 
is  apt  to  be  encountered. 


174 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


STEAMSHIP  BUILDERS. 

The  various  steamship  companies 
have  shown  great  catholicity  in  the 
selection  of  the  builders  of  their  ves¬ 
sels.  Thus  we  find  that  the  ships  of 
the  American  Line  were  built  by  Wm, 
Cramp  &  Sons,  Philadelphia,  Pa. ;  Har- 
land  &  Wolff,  Belfast,  and  J.  &  G. 
Thomson  of  Glasgow,  and  the  Atlantic 
Transport  Line  vessels  were  all  built 
at  Belfast  by  Harland  &  Wolff.  The 
Cunard  Line,  for  their  more  recent 
vessels,  have  patronized  the  Fairfield 
Co.,  Fairfield ;  J.  Brown  &  Co.,  Glas¬ 
gow  ;  John  Elder  &  Co.,  Fairfield ;  and 
Swan  &  Hunter,  Newcastle.  The 
“Mauretania”  was  built  by  the  latter 
concern,  and  the  “Lusitania”  by  J. 
Brown  &  Co.  The  vessels  of  the 
French  Line,  with  one  exception,  were 
built  at  St.  Nazaire  by  the  Company. 
The  Hamburg- American  Line  has  pat¬ 
ronized  ship  builders  in  the  United 
Kingdom  as  regards  the  “Pennsylva¬ 
nia,”  “Amerika,”  “President  Lincoln,” 
and  “President  Grant,”  all  of  which 
were  built  by  Harland  &  Wolff.  Most 
of  their  other  boats  were  built  by  the 
Vulcan  S.  B.  Co.,  Stettin,  and  by 
Blohm  &  Voss,  Hamburg.  The  “Cin¬ 
cinnati”  is  the  product  of  the  Schichau 
Yards  at  Dantzig.  The  vessels  of  the 
IIolland-America  Line  were  all  built 
at  Belfast  by  Harland  &  Wolff,  with 
the  exception  of  the  “Potsdam,”  which 
was  built  at  Hamburg  by  Blohm  & 
Voss.  Most  of  the  vessels  of  the  North 
German  Lloyd  were  built  by  the  Vul¬ 
can  S.  B.  Co.,  of  Stettin,  by  F.  Schi¬ 
chau,  of  Dantzig,  Blohm  &  Voss,  of 
Hamburg,  and  J.  C.  Tecldenborg,  of 
Geestemunde.  The  “Berlin”  was  built 
by  the  Weser  Ship  Building  Co.,  of 
Bremen.  The  vessels  of  the  Red  Star 
Line  were  built  by  John  Brown  &  Co., 
Harland  &  Wolff,  and  two  American 
firms,  the  New  York  Ship  Building 
Co.,  of  Camden,  and  Wm.  Cramp  & 
Sons,  Philadelphia.  The  Scandinavia 
American  Line  vessels  were  mostly 
built  by  Stephen  &  Sou,  of  Glasgow, 
but  one  of  their  boats  was  built  by 
Harland  &  Wolff,  of  Belfast.  This  fa¬ 
mous  firm  of  ship  builders  has  con¬ 
structed  all  of  the  vessels  of  the  White 
Star  Line  with  the  exception  of  the 
“Cretic,”  which  was  built  at  Newcas¬ 
tle,  by  Hawthorn.  Leslie  &  Co.  They 
are  also  building  the  “Olympic”  and 
“Titanic,”  the  great  sea  monsters 
which  will  soon  be  launched  (October, 
1910?).  - 

Remember  that  in  France  matches  and 
tobacco  arc  a  government  monopoly.  Cigars 
in  France  are  bad  and  dear. 


WORLD  COMMERCE  IN  1909 
Allowance  being  made  for  advance  in  prices 
of  commodities,  the  statistics  at  present 
available  indicate  that  the  commerce  of  the 
world  in  1909  was  little  or  not  at  all  greater 
than  the  commerce  of  1908.  Enough  is  at 
hand  to  indicate  the  volume  of  the  trade 
movement.  The  world  business  of  the 
various  nations  in  1909  is  reported  thus: 


Exports  1909. 


United  States.  .  . 
United  Kingdom. 

Germany . 

France . 

Austria-Hungary 

Belgium . 

Canada . 

Cuba . 

Egypt . 

British  India. . .  . 

Italy . 

Japan . 

Spain . 

Switzerland . 


$1,728,203,271 

1,841,884,000 

1,590,031,000 

1,063,746,000 

469,627,000 

501,203,000 

269,137,000 

124,711,000 

128,895,000 

547,064,000 

363,559,000 

204,167,000 

175,806,000 

211,852,000 


Imports 

United  States . 

United  Kingdom . 

Germany . 

France . 

Austria-H  ungary . 

Belgium . 

Canada . 

Cuba . 

Egypt . 

British  India . 

Italy . 

Japan . 

Spain . 

Switzerland . 


81,475,812,580 

3,040,300,000 

1,954,839,000 

1,152,715,000 

564,555,000 

658,113,000 

316,517,000 

91,027,000 

109,885,000 

392,118,000 

594,269,000 

195,784,000 

182,517,000 

304,065,000 


The  following  information  relative  to  tides 
depressing  the  land  was  obtained  from  a 
recent  issue  of  the  New  York  “Sun”: 

The  elasticity  of  the  earth  in  relation  to  its 
responsiveness  to  pulls  and  strains  has  been 
the  subject  of  recent  tests  made  by  John 
Milne,  the  noted  engineer  and  seismologist. 
He  lays  claim  to  having  established  that  the 
ocean  tides  have  an  appreciable  effect  in 
depressing  land  levels.  Experiments  which 
are  quite  distinct  from  the  recent  investiga¬ 
tion  of  the  so-called  land  tides  were  made 
with  a  modified  form  of  the  seismograph  at 
Bisdon  Observatory  near  Liverpool.  They 
proved,  according  to  Milne,  that  the  bed  of 
the  Irish  Sea  becomes  depressed  from  the 
increased  load  of  water  at  every  high  tide, 
the  effect  being  to  pull  the  shores  nearer  to¬ 
gether  and  make  the  land  slopes  steeper. 
As  the  amount  of  deflection  is  only  one  inch 
to  sixteen  miles,  the  discovery  is  rather  of 
scientific  than  of  practical  importance. 


The  Norddeutscher  Lloyd  has  two  training 
ships  of  its  own,  for  the  purpose  of  educating 
cadets  for  a  higher  nautical  career  and  espe¬ 
cially  for  positions  as  officers  and  captains  of 
the  mercantile  marine.  Both  are  large  four- 
masted  sailing  ships,  built  entirely  of  steel. 
One,  called  “Herzogin  Sophie  Charlotte,”  is 
2581  gross  register  tons,  the  other,  christened 
“Herzogin  Cecile, ”  has  a  gross  register  of 
3200  tons. 


THE  OCEAN  AND  NAVIGATION 


The  area  of  the  ocean  is  about  21/£ 
times  that  of  the  dry  land.  The  latter 
is  for  its  greater  part  aggregated  on 
the  Northern  hemisphere,  the  South¬ 
ern  is  pre-eminently  oceanic. 

Areas. — The  areas  of  the  three 
grand  oceans  are  given  at  07.7  mil¬ 
lion  square  miles  for  the  Pacific,  34.7 
for  the  Atlantic,  and  1S.6  for  the  In¬ 
dian.  The  two  Polar  seas  are  much 
smaller,  but  no  exact  figures  can  be 
given. 

Depth. — The  mean  elevation  of  the 
land  surface  is  estimated  at  about  3S3 
fathoms,  and  the  mean  depth  of  the 
sea  at  2.300  fathoms,  hence  the  latter 
is  about  five  times  as  great  as  the 
former ;  but,  in  spite  of  this  dispar¬ 
ity,  the  culminating  heights  of  the 
land  (the  Gaurisankar  with  29,000 
feet)  approach  very  nearly  the  great 
depths  of  the  sea  (the  Guam  trench 
with  5,269  fathoms  or  31,614  feet). 
The  mean  depth  of  the  three  great 
oceans  is  about  the  same,  the  Pacific 
is  slightly  deeper  and  the  Indian 
rather  shoaler  than  the  Atlantic 
Ocean. 

Composition  and  Density  of  Rea 
Water. — Although  the  absolute  quan¬ 
tities  of  salts  in  sea  water  are  very 
variable,  the  relative  proportions  are 
alwrnys  very  nearly  the  same.  In 
1,000  parts  of  sea  water  are  found 
on  an  average  27.9  parts  of  chloride 
•  of  sodium  (common  salt),  3.2  parts 
of  chloride  of  magnesium,  2.2  parts  of 
sulphate  of  magnesium,  1.3  parts  of 
sulphate  of  lime  and  0.7  residue.  It 
is  estimated  that  there  are  4,800,000 
cubic  miles  of  salt  in  the  sea,  which 
would  cover  the  entire  earth  to  a 
depth  of  312  feet. 

The  Bottom  of  the  Sea. — The 
bottom  of  the  sea  is  different  in  many 
respects  from  the  surface  of  the  land. 
The  mantle  of  sea  water  protects  it 
from  subaerial  disintegration  and 
erosion,  which  gives  such  a  varied 
shape  to  the  landscape,  and  although 
sea  water  may  decompose  the  bottom 
of  the  ocean,  there  are  no  currents 
strong  enough  to  transport  the  residue 
to  distant  regions.  While  the  land  sur¬ 
face  is  constantly  reduced  by  denuda¬ 
tion,  the  bottom  of  the  sea  receives 
constant  accessions.  The  materials 


which  contribute  to  this  process  are 
either  of  continental  or  pelagic  origin. 
The  first  are  either  such  as  the  cease¬ 
less  action  of  the  waves  removes  from 
exposed  parts  of  the  coast  or  material 
brought  down  to  the  coast  by  the 
rivers.  The  currents  carry  these  ma¬ 
terials  out  to  sea,  and  while  the 
heavier  ones,  such  as  gravel  and  coarse 
sand,  remain  near  the  shore,  the 
lighter  ones,  as  fine  sand,  silt  and 
mud,  are  transported  to  considerable 
distances  before  they  sink  to  the 
bottom.  In  this  way  the  coast  is 


CROSSING  THE  EQUATOR  OR  THE  LINE 
Is  celebrated  by  Father  Neptune  in  sea¬ 
weed  and  barnacle  dress. 

lined  with  a  fringe  of  continental  de¬ 
posits  which  may  be  quite  narrow,  but 
often  attains  a  width  of  100  miles 
or  more.  This  fringe  is  designated  as 
continental  shelf;  when  broad  it  has 
a  moderate  slope,  and  is  generally 
assumed  to  terminate  with  the  100 
fathom  curve.  It  is  succeeded  by  a 
well  defined  steeper  slope  called  the 
continental  slope. 

Newfoundland  Banks.— Continental 
or  terrigenous  deposits  are  often 
found  at  considerable  distances  from 


175 


176 


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the  coast,  disconnected  from  the 
shore  deposits;  in  such  cases  they  are 
formed  by  conflicting  currents  losing 
their  velocity  and  depositing  the  sand 
silt  which  they  carry.  These  deposits, 
called  sand  banks,  often  constitute 
dangers  to  navigation.  In  the  higher 
latitudes  melting  icebergs  and  floes 
produce  banks ;  in  this  way  the  large 
Newfoundland  Banks,  270  miles  wide, 
are  supposed  to  have  been  formed. 
The  finest  terrigenous  material,  desig¬ 
nated  as  mud,  is  carried  to  sea  far 
beyond  the  100  fathom  limit,  and  in 
the  shape  of  blue,  red,  green,  volcanic 
and  coral  mud,  covers  about  one- 
seventh  of  the  ocean’s  bottom  to 
depths  of  over  1,000  fathoms.  These 
"muds”  also  cover  the  bottom  of  the 
large  continental  basins  with  the  ex¬ 
ception  of  the  Gulf  of  Mexico  and 
the  Caribbean  Sea,  and  prevail  in  the 
Arctic  seas.  The  continental  slope 
generally  descends  very  gently  from 
the  “shelf”  to  the  trough  of  the  sea, 
but  there  are  instances  of  quite  steep 
descent ;  such  are  met  with  off  the 
west  coast  of  Europe,  Africa,  Mexico 
and  South  America,  also  near  volcanic 
and  coral  islands.  But  the  bottom  of 
the  deep  troughs  and  basins  nearly 
everywhere  presents  the  profile  of  the 
dead  level  of  a  vast  plain.  Although 
animal  life  presents  its  contribution 
to  the  continental  deposits  in  the 
shape  of  broken  shells  of  mullusca, 
etc.,  they  occupy  only  an  accessory 
position,  and  it  is  in  the  deeper  parts 
of  the  ocean  that  they  constitute  the 
principal  component.  Globigerina 
ooze,  composed  mainly  of  the  micro¬ 
scopic  shells  of  a  genus  Foraminifera; 
covers  over  one-third  of  the  ocean’s 
bottom ;  it  prevails  in  the  medium 
depths  and  especially  where  there  are 
warm  currents,  like  the  Gulf  Stream. 
'The  largest  area  is  found  in  the  At¬ 
lantic  Ocean ;  it  predominates  in  the 
northwestern  part  of  the  Indian,  but 
is  restricted  to  the  Polynesian 
riateau  in  the  Pacific  Ocean.  The 
red  clay  occupies  the  greater  depths 
of  the  ocean,  and  a  larger  area  than 
any  other  deposit,  more  than  one- 
fourth  of  the  earth’s  surface.  It  is 
a  genuine  clay  and  assumed  to  be  the 
result  of  the  decomposition  of  pumice 
and  other  volcanic  materials.  A  depth 
of  32.2  feet  of  ocean  water  is  equal 
to  the  pressure  of  one  atmosphere,  15 
pounds  to  the  square  inch.  From 
this  the  px-essure  at  any  depth  in  the 
ocean  may  be  obtained. 

The  Gulf  Stream- 1— The  surface  of 
the  ocean  is  very  rarely  in  a  state  of 


perfect  rest.  Near  the  coast,  in  chan¬ 
nels  and  estuaries,  ocean  currents  are 
referred  to  a  variety  of  causes, 
among  which  the  tides  are  the  most 
important,  but  in  the  open  sea  the 
winds  are  recognized  as  the  primary 
cause  of  all  the  great  currents.  The 
trade  winds  are  those  which  in  the 
Atlantic  and  Pacific  oceans  blow  with 
great  regularity  all  the  year  round  on 
both  sides  of  the  equator ;  in  the  North¬ 
ern  hemisphere  from  the  northeast,  and 
in  the  southern  from  the  southeast.  In 
the  Atlantic  the  southeast  trades  are 
the  prevailing  winds  between  the  Cape 
of  Good  Hope  and  Rio  de  Janeiro  to 
the  equator,  the  northeast  trades  be¬ 
tween  lat.  12°  N.  and  about  lat.  30° 
N.  The  two  regions  are  separated  by 
a  region  of  light  changeable  wunds, 
and  calms  called  the  equatorial  calms 
or  doldrums.  The  trade  winds  induce 
currents  on  the  ocean’s  surface  called 
the  North  and  South  Equatorial  Cur¬ 
rents  respectively.  Their  limits  ap¬ 
proximate  those  of  the  corresponding 
trade  winds.  The  South  Equatorial 
Current  passes  north  of  the  equator, 
due  partly  to  the  configuration  of  the 
South  American  coast,  which  compels 
the  current  to  take  a  northwesterly 
course,  and  enters  the  Caribbean  Sea. 
One  part  of  the  waters  which  the 
North  Equatorial  Current  conveys  to 
the  American  shores  enters  the  Carib¬ 
bean  Sea  and  joins  those  of  the  South 
Equatorial ;  the  other  part  moves 
along  the  Bahamas  toward  the  north¬ 
west.  The  current  through  the  Strait 
of  Yucatan  into  the  Gulf  of  Mexico, 
which  is  one  of  the  strongest  on  rec¬ 
ord  (from  60  to  120  miles  per  day), 
is  solely  due  to  the  difference  of  level 
between  the  Caribbean  Sea  and  the 
Gulf.  But  these  waters  do  not  tarry 
in  the  Gulf  of  Mexico,  its  level  being 
in  turn  higher  than  that  of  the  At¬ 
lantic  :  they  are,  consequently,  forced 
towrard  the  Strait  of  Florida,  where 
they  find  an  outlet,  enter  the  Atlantic 
as  the  celebrated  Gulf  Stream,  a 
name  first  used  by  Franklin.  In  the 
narrowest  part  of  the  channel,  off 
Cape  Florida,  it  approaches  the  coast 
to  within  15  miles,  occupies  the  entire 
width  (40  miles)  and  depth  (482 
fathoms')  of  the  channel  and  attains 
velocities  of  60  to  100  miles  per  day 
at  the  surface.  After  leaving  the 
Straits,  the  Gulf  Stream  moves  to  the 
northward  over  a  rocky  bottom  with  a 
depth  of  460  to  270  fathoms,  and  dis¬ 
tant  from  the  coast  about  100  nautical 
miles.  In  lat.  34°  it  enters  the  deep 
water  of  the  ocean ;  wrhen  off  Cape 


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177 


OFFICER  PLOTTING  THE  SHIP’S  COURSE 
la  the  Chart  Room,  while  another  officer  is  listening  to  the  Submarine  Bell  of  the  Lighthouse. 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hatteras,  it  again  approaches  the 
coast,  being  distant  only  35  miles  and 
in  depths  of  over  1,500  fathoms.  Its 
temperature  there  is  between  31°  C. 
in  summer  and  2G°  C.  in  winter,  hav¬ 
ing  lost  only  about  3°  since  leaving 
the  Straits  of  Florida.  It  is  readily 
recognized  by  its  high  temperature 
and  dark  blue  color,  its  western  edge 
being  especially  well  defined.  It  is  not 
a  deep  current ;  at  the  depth  of  250 
fathoms  its  temperature  is  10°  C., 
under  its  western  edge  it  is  7.2°,  while 
under  its  eastern  edge  a  temperature 
of  15.6°  is  found.  This  appears  to 
indicate  that  it  moves  over  a  wedge 
of  cold  water  which  comes  from  the 
north  and  west  and  descends  toward 
the  east  into  the  depths  of  the  ocean. 
After  leaving  Cape  Hatteras  it  grad¬ 
ually  changes  its  northeast  direction 
into  due  east  with  constantly  diminish¬ 
ing  velocity  and  temperature  until  it 
reaches  the  southern  edge  of  the  Banks 
of  Newfoundland,  which  it  does  in 
summer  in  lat.  42 Ve 0  N.  and  in  win¬ 
ter  in  41 1/2°  N.  with  temperatures  of 
22°  C.  and  10°  C.  respectively,  with 
a  velocity  of  24  to  30  miles  per  day. 
It  is  here  no  longer  considered  as  an 
ocean  current,  but  a  drift,  and  is  called 
the  Gulf  Stream  drift.  The  deflec¬ 
tion  of  the  Gulf  Stream  toward  the 
east  is  attributed  partly  to  the  rota¬ 
tion  of  the  earth  and  partly  to  the 
direction  of  the  prevailing  winds. 
While  the  central  part  of  the  Gulf 
Stream  drift  makes  its  way  toward 
the  western  shores  of  Europe,  one 
part  enters  Davis  Strait  and  produces 
an  open  channel  to  the  southern  part 
of  Baffin  Bay  during  winter ;  another 
one  passes  into  Denmark  Strait  be¬ 
tween  Iceland  and  Greenland,  but  it 
soon  sinks  into  the  depths  of  the  sea. 
A  more  persistent  branch  passes  be¬ 
tween  Iceland  and  the  British  Islands 
and  the  coast  of  Norway,  and  has 
been  traced  to  the  eastward  as  far  as 
the  west  coasts  of  Spitzbergen  and 
Nova  Zembla  during  the  summer  sea¬ 
son.  The  southern  part  of  the  Gulf 
Stream  drift,  more  properly  called 
Atlantic  drift,  leaves  the  main  body 
south  of  the  Azores  and,  as  the  North 
African  Current,  follows  the  coast  of 
Africa  to  Cape  Blanco,  where  it  joins 
the  North  Equatorial  Current. 

Sargasso  Sea.— The  vast  oval-shaped 
area  enclosed  by  the  North  Equatorial 
Current,  the  Gulf  Stream  and  the 
Gulf  Stream  drift  is  one  of  calms  and 
weak  drifts,  and  is  called  the  Sar¬ 
gasso  Sea  from  the  sea-weed  which 
accumulates  about  its  borders. 


NAVIGATION. 

At  sea,  with  no  land  in  sight,  there 
are  two  methods  available  to  the  navi¬ 
gator  for  finding  where  his  vessel  is — 
by  “dead  reckoning”  and  by  “observa¬ 
tion”  of  the  heavenly  bodies. 

Dead  Reckoning. — The  dead  reckon¬ 
ing  depends  for  its  accuracy  upon  the 
correctness  with  which  the  mariner 
knows,  first,  the  course,  or  direction  in 
which  the  vessel  has  moved,  and, 
secondly,  the  distance  run ;  and  it  is 
the  course  and  distance  “over  the 
ground”  that  should  be  considered, 
for  a  knowledge  of  the  ship’s  progress 
through  the  water  will  not  suffice  for 
exact  results  if  the  water  itself  has 
been  in  motion.  From  this  it  may  be 
understood  that  errors  are  always  to 
be  expected  in  dead  reckoning,  due  to 
inaccuracies  in  estimating  the  course 
and  the  distance  sailed,  and  to  the 
effect  of  the  unknown  movement  of 
the  sea  itself,  that  is,  the  “current.” 

The  Compass. — To  obtain  the 
course  or  direction  sailed  the  com¬ 
pass  is  the  sole  source  of  knowledge. 
It  may  be  considered  that  this  is  quite 
sufficient,  and  so  it  is  when  thoroughly 
understood ;  but  the  compass  is  not 
the  simple  and  obedient  servant  of 
the  mariner  that  it  is  ordinarily 
credited  with  being.  “True  as  the 
needle  to  the  pole”  may  be  outra¬ 
geously  false,  and  usually  is.  The  pole 
that  the  free  magnetic  needle  seeks  is 
the  earth's  magnetic  pole,  situated  in 
Arctic  North  America  (latitude  70  N. 
and  longitude  96  W. ),  not  the  geo¬ 
graphical  one  to  which  we  are  accus¬ 
tomed  to  refer ;  hence  the  needle 
points  at  an  angle  from  the  true  north, 
which  depends  upon  the  relative  direc¬ 
tions  of  the  two  poles  at  the  position 
of  the  observer.  This  inaccuracy 
amounts  to  about  9  degrees  at  New 
York,  about  15  degrees  at  London,  and 
attains  a  value  of  upward  of  30  de¬ 
grees  on  a  voyage  between  two 
places ;  at  some  points  the  error  is 
very  large,  and  as  may  readily  be  con¬ 
ceived,  in  localities  between  the  mag¬ 
netic  and  geographical  poles  the 
“north”  end  of  the  needle  points  due 
south.  The  error  caused  by  this  dis 
crepancy  in  the  indication  of  the 
needle  is  called  the  "variation”  or 
“declination”  of  the  compass ;  its 
value  has  been  determined  by  observa¬ 
tions  for  all  the  navigable  waters  of 
the  globe,  and  the  results  are  accessible 
to  the  mariner,  who  makes  allowance 
for  the  false  pointing  of  his  compass 
according  to  the  position  in  which  he 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


179 


finds  himself;  he  must  be  careful, 
however,  to  employ  the  value  corre¬ 
sponding  not  only  to  the  proper  place, 
but  also  the  proper  time ;  for  the  mag¬ 
netic  pole  has  a  slow  motion  which  is 
constantly  creating  differences  in  the 
values-  of  the  variation,  so  that  in  the 
course  of  a  few  years  a  material  al¬ 
teration  takes  place  in  this  error  in 
each  locality.  In  every  vessel  in  which 
iron  or  steel  is  used  to  any  material 
extent  for  construction  or  equip¬ 
ment,  or  in  which  these  metals  are 
carried  in  the  cargo,  there  is  exerted 
upon  the  compass  needle  a  magnetic 
effect  independent  of  that  of  the  earth, 


3V9/ 


TZaat 


C-kM 


Compass  Card 


and  the  needle,  instead  of  seeking  the 
magnetic  pole,  takes  up  a  position 
that  is  dependent  upon  the  combined 
influence  of  the  magnetic  force  of  the 
earth  and  that  of  the  ship.  This 
error  is  called  the  “deviation”  of  the 
compass,  and  it  exerts  a  different  in¬ 
fluence  and  therefore  produces  a  dif¬ 
ferent  deflection  of  the  needle,  on 
every  different  heading  of  the  ship,  in 
every  different  locality,  and  on 
every  different  angle  of  inclination 
from  the  vertical  or  “heel”  of  the 
ship;  in  other  words,  it  is  different  at 
Yokohama  from  what  it  is  at  Singa¬ 
pore — different  when  the  ship  heads 
northeast  from  what  it  is  when  she 
heads  southeast,  different  when  she 
heels  to  starboard  on  one  slope  of  a 
wave  from  what  it  is  when  she  heels  to 
port  on  the  other  slope.  It  is  not  at 
all  unusual  for  the  deviation  to 
amount  to  as  much  as  45  degrees.  To 
overcome  this  error  it  is  customary  to 
“compensate”  the  compass — that  is.  to 
place  near  the  needle  artificial  deflec¬ 


tors  which  will  oppose  to  each  of  the 
various  magnetic  forces  of  the  ship  an 
equal  corrective  force,  and  thus  neu¬ 
tralize  the  disturbance  under  all  the 
various  circumstances  that  may  arise. 

But  even  with  the  compass 
thoroughly  understood  there  are  other 
errors  that  may  occur  in  the  reckon¬ 
ing  of  the  course :  the  helmsman  may 
be  inexpert  or  the  sea  heavy,  and  in 
consequence  the  ship  may  not  always 
heave  as  desired ;  she  may  go  off  side- 
wise,  or,  to  use  the  nautical  expression, 
“make  leeway,”  to  an  unknown  de¬ 
gree  ;  and  an  ocean  current  for  which 
it  is  impossible  to  make  accurate  al¬ 
lowance  may  produce  errors  of  both 
course  and  distance. 

The  Log. — The  distance  run  is  the 
second  essential  element  Of  the  dead 
reckoning.  It  is  ascertained  by  var¬ 
ious  methods.  In  the  early  days  of 
navigation  it  used  to  be  determined  by 
tossing  a  piece  of  wood  overboard  from 
the  forward  part  of  the  vessel  and 
then  having  a  man  walk  aft,  keeping 
abreast  of  it  as  it  was  left  behind  by 
the  vessel ;  the  time  it  took  the  man 
to  traverse  a  known  distance  on  the 
deck  afforded  a  basis  for  calculating 
the  speed. 

The  method  was  replaced  by  one 
still  in  use  on  many  vessels — “heav¬ 
ing  the  log.”  A  “chip”  or  piece  of 
wood  of  appropriate  shape  is  tossed 
overboard  astern,  being  arranged  to 
float  in  an  upright  position  and  thus 
present  a  flat  surface  not  easily  drawn 
through  the  water.;  to  it  is  attached  a 
marked  line ;  the  chip  remains  sta¬ 
tionary  while  the  line  is  paid  out 
from  a  reel ;  the  distance  that  the 
chip  is  left  astern  in  a  given  time 
(usually  indicated  by  a  sandglass) 
shows  the  speed  of  the  vessel,  the 
marks  of  the  line  being  so  placed  as  to 
give  the  results  directly  in  knots. 

THE  COMPASS  CARD. 

The  compass  needle  carries  a  card 
divided  into  32  “points.”  A  point= 
angle  of  11°  15'  and  is  subdivided 
into  quarter  points  of  2°  48'  45" 
each. 

THE  PATENT  LOG. 

The  “ Patent  Log." — The  most 
modern  method  of  determining  speed 
is  by  the  “patent  log.”  A  small  screw- 
shaped  “rotator”  is  kept  towing 
astern  at  the  end  of  a  long  plaited 
line;  as  the  vessel  moves  through  the 
water  the  little  screw  rotates,  the 
principle  involved  being  the  same  as 
that  upon  which  the  big  screw-pro¬ 
peller  drives  the  ship;  each  turn  of  the 


180 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


rotator  is  transmitted  through  the  tow- 
line  to  the  shaft  of  a  registering  ap¬ 
paratus,  and  the  distance  run  at  any 
moment  may  be  read  from  the  reg¬ 
ister  as  one  tells  time  by  the  clock. 

Some  navigators  dispense  with  all 
instruments  and  reckon  distance  by 
the  revolutions  of  the  engine — a  suc¬ 
cessful  method  if  they  have  a  suffi¬ 
ciently  extensive  acquaintance  with 
their  vessels  to  know  the  number  of 
revolutions  required  to  drive  the  ves¬ 
sel  a  distance  of  one  mile  through  the 
water  under  all  the  different  condi¬ 
tions  that  may  be  encountered. 


working  of  astronomical  sights  there 
are  required  a  sextant,  a  chronometer 
and  a  nautical  almanac.  The  sextant 
is  a  light,  handy  instrument  by  means 
of  which  the  angle  between  two  ob¬ 
jects  may  be  measured.  It  carries  two 
mirrors,  of  which  one  is  capable  of 
motion  about  a  pivot,  and  the  other 
is  fixed.  There  is  a  telescope  through 
which  the  observer  looks  directly  to¬ 
ward  one  of  the  objects — in  the  case 
of  a  sea  observation,  the  horizon ;  the 
movable  mirror  is  then  placed  in  such 
a  position  that  a  ray  of  light  from 
the  second  object  (the  sun  or  other 


BRIDGE  OF  THE  "LUSITANIA” 

Showing  the  Engine  Telegraph,  Telephones,  Signals,  etc. 


Observation . — Absolute  accuracy  of 
results  in  Hip  recording  of  distance  is 
seldom  attainable,  notwithstanding  the 
superior  means  of  determination  that 
exist  in  these  latter  days:  so  that  the 
distance,  like  the  kindred  term  of  the 
problem,  the  course,  can  never  be.  re¬ 
lied  upon  implicitly,  and  the  naviga¬ 
tor  must  look  for  a  means  to  obtain, 
from  time  to  time,  a  fresh  “departure’’ 
by  which  he  may  start  anew  his  dead 
reckoning.  For  this  purpose  observa¬ 
tions  of  the  celestial  bodies  are  made. 

The  Sextant. — For  the  taking  and 


heavenly  body)  is  reflected  to  the 
fixed  mirror  and  thence,  through  the 
telescope,  to  the  eye  of  the  observer. 
When  the  one  object,  seen  directly, 
and  the  other,  seen  bv  reflection,  ap¬ 
pear  to  the  observer  to  be  in  coincidence 
the  measure  is  made,  and  it  only  re¬ 
mains  to  read  the  amount  of  the  angle 
from  a  graduated  scale  over  which  an 
index  travels  to  mark  the  position  of  the 
movable  mirror  on  its  pivot :  and  so 
nice  is  the  graduation  and  so  effective 
the  method  of  reading  that  angles  may 
be  measured  to  the  nearest  ten  seconds, 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


181 


or  to  a  3G0th  part  of  a  degree.  In  the 
accompanying  drawing  of  the  sextant 
the  two  mirrors  are  shown  at  C  and 
N  with  the  telescope  at  T.  The  mirror 
is  fixed  to  the  frame  of  the  sextant, 
while  the  mirror  C  is  attached  to  the 
index  bar  D,  which  at  its  lower  ex¬ 
tremity  passes  over  the  graduated  arc 
of  the  sextant.  At  E  and  F  are 
colored  glasses  to  protect  the  eyes 
when  the  sextant  is  used  for  taking 
measurements  of  the  altitude  of  the 
sun.  As  an  example  of  the  use  of  the 
sextant,  suppose  it  be  desired  to  de¬ 
termine  the  altitude  of  the  sun  A 
above  the  horizon  B  (page  184).  The 
fixed  mirror  of  the  sextant  has  an  un¬ 
silvered  portion  and  the  observer  look¬ 
ing  through  the  telescope  with  his  eye 
at  D  can  see  the  horizon  directly 
through  the  unsilvered  part  m  of  the 


The-  Chronometer. — An  instrument 
of  equal  importance  in  navigation  is 
the  chronometer,  which  is  nothing 
more  or  less  than  a  time-piece  in 
which  every  known  device  is  employed 
to  insure  absolute  uniformity  of  run¬ 
ning.  It  is  hung  in  “gimbals”  or 
swinging  rings,  so  that  it  may  remain 
level  as  the  ship  rolls  and  pitches,  and 
it  is  kept  in  a  damp-proof,  dust-proof 
and  shock-proof  case,  and  treated  with 
the  utmost  tenderness,  being  especially 
guarded  from  changes  of  temperature. 
It  is  not  expected  that  the  chronometer 
shall  always  show  absolutely  the  cor¬ 
rect  time  of  the  standard  meridian, 
but  the  requirement  demanded  is  that 
its  gain  or  loss  shall  be  precisely  the 
same  from  day  to  day  ;  the  latter  con¬ 
dition  being  fulfilled,  the  navigator 
may  ascertain,  before  leaving  port, 


iSnrii&rulsrbrr  S’lnyC,  Urnnrtt 


OiiRicxs  1C*  XiuudlkiujiC*  Kimml  » C  A  Scw.-RAotrttC4  U»roiaf««mu  AsumutrAC*  JauOarniiSm 
Mjam.v  Minn  .v.i.vtkm  ,>o*yTi:s 
NkwVokk  Soi H  u  ll);  ('»  X  )AVKl  Oibk.u.taK 


»»»  b.  A' 

rhnliat  tot  ' 


THE  OFFICIAL  CHART  WITH  DAILY  COURSE  PLOTTED 


mirror.  At  the  same  time  he  will  see 
in  the  silvered  part  of  the  mirror  an 
object  reflected  from  the  movable 
mirror  C.  If  the  movable  mirror  oc¬ 
cupies  the  position  ah  parallel  to  the 
fixed  mirror  the  reflected  image  will 
show  the  horizon  B1  and  the  index 
arm  will  be  at  I.  showing  that  the 
angle  between  the  object  seen  directly 
through  the  mirror  m  and  the  re¬ 
flected  object  is  zero  degrees.  If,  how¬ 
ever,  the  arm  be  moved  to  the  posi¬ 
tion  I1  the  observer  will  see  the  re¬ 
flection  of  the  sun  A  coincident  with 
the  horizon  B  in  the  mirror  m  and 
the  index  arm  at  I1  will  show  what 
the  angle  of  the  sun  with  the  horizon 
(A  C  B1)  is. 


the  “error”  of  his  instrument,  or  the 
amount  it  varies  from  the  true  time  at 
a  certain  place  on  a  certain  day,  and 
the  “rate”  or  amount  of  change  in 
each  24  hours.  In  view  of  the  im¬ 
portance  of  the  chronometer  in  the  de¬ 
termination  of  position,  the  better 
j  equipped  vessels  carry  three  or  more 
of  these  instruments,  instead  of  put- 
'  ting  unlimited  faith  in  a  single  one. 

Nautical  Almanac. — There  is  pub- 
|  lished  annually,  by  the  government  of 
each  of  the  more  important  maritime 
nations,  a  “Nautical  Almanac,”  in 
which  are  given  tables  by  which  the 
positions  of  the  sun.  moon,  planets 
and  all  fixed  stars  of  material  mag¬ 
nitude  may  be  found  for  any  instant 


182 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


throughout  the  year.  The  uavigator 
who  is  supplied  with  this  book,  to¬ 
gether  with  a  sextant  by  which  he  may 
measure  the  angular  height,  or  “alti¬ 
tude-’  of  any  visible  body  above  his 
horizon,  and  a  chronometer  rated  to 
the  exact  time  of  a  standard  meridian 
(such  as  that  of  Greenwich),  has  at 
hand  all  the  means  necessary  for  find¬ 
ing  the  vessel’s  position  by  means  of 
tjie  celestial  bodies. 

The  computation  is  not  a  difficult 
one,  being  facilitated,  like  many  other 
operations  in  navigation,  by  tables. 
When  the  body  observed  is  on  the 
meridian  the  problem  assumes  a  par¬ 
ticularly  simple  form,  and  hence  it  is 
an  invariable  rule,  if  the  weather  is 
(dear,  to  take  an  observation  of  the 
sun  when  it  attains  its  maximum  alti¬ 
tude  at  noon,  and  to  work  up  the 
day’s  run  to  that  time  and  begin  anew 
the  dead  reckoning. 

How  an  Observation  Is  Taken. — 
From  the  height  of  the  sun  above  the 
horizon  at  noon  one  is  able  to  deter¬ 
mine  his  latitude.  At  the  time  of  the 
equinoxes,  that  is,  on  March  21  and 
September  23,  the  distance  of  the 
sun  from  the  zenith  (that  is,  when  on 
the  meridian)  is  equal  to  the  latitude 
of  the  observer.  For  instance,  at  the 
equator,  or  latitude  0,  the  zenith  dis¬ 
tance  would  be  0,  for  the  sun  would 
pass  directly  overhead.  At  the  pole  it 
would  be  90  degrees,  for  the  sun 
would  just  peep  above  the  horizon. 
At  New  York  the  zenith  distance 
would  be  41  degrees,  at  Liverpool  53 
degrees,  etc.,  the  latitude  of  New 
York  being  41  degrees  and  that  of 
Liverpool  53  degrees.  As  it  is  im¬ 
possible  to  measure  the  zenith  dis¬ 
tance  with  any  degree  of  accuracy,  be¬ 
cause  there  is  no  object  directly  over¬ 
head  on  which  to  train  the  sextant, 
the  altitude  of  the  sun  above  the 
horizon  is  measured  instead  and  this 
angle  is  subtracted  from  90  degrees  to 
give  the  zenith  distance  or  latitude  of 
the  observer.  But  for  a  given  latitude 
the  sun  mounts  higher  each  day  dur¬ 
ing  the  first  half  of  the  year  and  de¬ 
clines  steadily  for  the  rest  of  the 
year.  It  is  necessary  therefore  for 
the  navigator  to  consult  the  Nauti¬ 
cal  Almanac  to  ascertain  how  much 
to  add  or  subtract  from  the  observed 
altitude  of  the  sun  in  order  to  find  his 
latitude. 

The  latitude  being  ascertained,  it  is 
only  necessary  for  him  to  determine 
his  longitude  so  as  to  know  just  where 
on  the  surface  of  the  globe  he  is.  The 
longitude  is  determined  by  the  chro-  J 


nometer,  which,  as  just  explained,  is 
merely  an  accurate  timepiece  that 
keeps  Greenwich  Time.  Not  account¬ 
ing  for  slight  variations  in  the  ap¬ 
parent  motion  of  the  sun,  which  are 
recorded  in  the  Nautical  Almanac,  it 
will  be  understood  that  the  sun 
arrives  at  the  meridian  of  Greenwich 
every  day  at  twelve  o’clock  noon.  At 
one  o’clock  I*.  M.  Greenwich  Time,  the 
sun  will  reach  the  15th  meridian  west 
of  Greenwich,  at  two  o’clock  the  30th 
meridian,  and  so  on  around  the  world. 
An  observer  who  finds  that  the  sun 
comes  to  meridian  when  his  chronome- 


Officers  usually  make  their  observations  in 
duplicate  to  avoid  errors. 


ter  points  to  3  o’clock,  knows  that  he 
is  at  longitude  45  degrees  west  of 
Greenwich.  Should  his  timepiece 
point  to  2  :30  the  longitude  would  be 
37 1/-2  degrees  west  of  Greenwich. 

When  clouds  and  fog  prevent  the 
taking  of  observations,  the  mariner  lias 
no  recourse  but  to  rely  upon  dead 
reckoning;  but  his  reliance,  in  sucli 
a  case,  is  not  implicit,  and  the  captain 
makes  due  allowance  in  approaching 
the  land  for  possible  inaccuracies  in 
the  supposed  position. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


183 


Nautical  Charts. — Where  the  land 
is  in  sight  and  where  courses  are 
shaped  and  positions  found  from  ter¬ 
restrial  objects,  the  first  requirement 
is  a  nautical  chart,  which  shows  the 
features  of  the  land  and  water  with 
a  completeness  of  detail  that  the 
landsman  would  scarcely  dream  of. 
Upon  it  are  represented  in  proper 
position,  the  shore-line  and  the  prom¬ 
inent  characteristics  of  the  land — 
mountains,  towns,  lighthouses,  wind¬ 
mills,  conspicuous  trees,  and  houses, 
sand  beaches,  bluffs,  rocks,  islets — - 
everything  that  could  possibly  be 
recognized  by  a  person  on  a  passing 
vessel  and  utilized  for  locating  posi¬ 
tion.  The  water  is  also  depicted,  and 
nearly  all  that  is  above  and  below  it — 
buoys,  lightships,  and  all  floating  ob- 


THE  SEXTANT  SHOWN  DIAGRAMMATI- 
CALLY. 


jects  of  a  permanent  nature ;  the 
depth  of  water  at  frequent  intervals, 
especially  over  shoals,  reefs,  and  dan¬ 
gers  ;  the  character  of  the  bottom  in 
different  regions,  whether  mud,  sand, 
coral,  or  other  substance;  the.  direc¬ 
tion  and  velocity  of  tidal  and  other 
currents  that  may  be  expected ;  and 
much  useful  information  besides.  By 


this  chart  the  ship  may  be  guided  in 
safety  among  the  dangers  that  beset 
her  near  the  land. 

The  Lead. — Among  the  means  of 
ascertaining  the  whereabouts  of  the 
ship  in  the  neighborhood  of  the  coast 
or  of  protecting  the  vessel  from 
stranding  on  the  shoals,  the  lead  is  of 
great  importance. 

The  lead  line  is  marked  with 
strips  of  leather,  cotton  cloth  and 
woolen  cloth  at  various  intervals  as 
follows :  At  two  fathoms  two  strips 
of  leather ;  at  three  fathoms,  three 
strips  of  leather :  at  five  fathoms  a 
white  cotton  strip ;  at  seven  fathoms, 
a  red  woolen  strip ;  at  ten  fathoms,  a 
piece  of  leather  with  a  hole  in  it ;  at 
thirteen  fathoms,  a  blue  woolen  strip ; 
at  fifteen  fathoms,  a  white  cotton 
strip ;  at  seventeen  fathoms,  a  red 
woolen  strip  ;  and  at  twenty  fathoms, 
a  leather  piece  with  two  holes  in  it. 
The  object  of  using  cotton  and  woolen 
strips  is  to  enable  them  to  be  dis¬ 
tinguished  with  the  tongue  at  night. 

A  considerably  improved  sounding 
apparatus  was  invented  by  Lord  Kel¬ 
vin.  This  apparatus  is  used  as  fol¬ 
lows  :  Without  reducing  the  speed  of 
the  steamer  an  ordinary  lead  is  thrown 
overboard  together  with  a  brass  tube, 
into  which  latter  is  inserted  a  glass 
tube  closed  at  the  top,  but  open  at  the 
bottom,  and  painted  inside  with  a  coat¬ 
ing  of  red-colored  chromic  silver.  In 
proportion  to  the  depth  of  water  at 
the  respective  place  of  sounding,  the 
sea  water  enters  the  tube  only  to  a 
certain  height  and  presses  the  air 
contained  in  it  upwards.  The  chromic 
silver  is  discolored  by  the  water  so  far 
as  the  latter  has  entered  into  the.  tube, 
and  on  the  principle  of  Mariotte’s 
Law  the  depth  of  the  sea  to  which  the 
glass  tube  has  descended  can  be  ascer¬ 
tained.  The  lead  is  then  hauled  in 
again  by  means  of  a  strong  piano  wire, 
and  the  apparatus  is  at  once  ready  for 
further  use.  The  disadvantage  of  the 
glass  tubes  being  fit  to  be  used  only 
once  and  having  to  be  refitted  with 
chromic  silver  has  been  done  away 
with  in  the  case  of  some  steamers  by 
the  use  of  tubes  of  dull  glass  which 
show  the  height  of  the  water  entered 
into  them  without  a  special  chemical 
substance  being  required,  and  need 
only  be  dried  in  order  to  be  ready  for 
further  use. 

Engine  Room  Signals. — One  bell 
means  “Ahead  slow,”  when  the  en¬ 
gines  are  stopped :  but  when  the  en¬ 
gines  are  working  “ahead  slow”  or 
“astern  slow,”  one  bell  means  “Stop.” 


184 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


When  the  engines  are  working  “full 
speed  ahead,”  one  bell  means  “Slow 
down.”  The  jingle  bell  means  “Full 
speed  ahead”  when  the  engines  are 
working  “ahead  slow,”  and  "Full  speed 
astern”  when  they  are  working  “astern 
slow.”  Two  hells  means  “Astern 
slow”  when  the  engines  are  stopped. 
Four  bells  means  “ Astern ”  when  the 
engines  are  working  full  speed  ahead, 
and  four  bells  followed  by  a  jingle 
bell  means  “ Reverse  and  full  speed 
astern.” 

The  Barometer. — The  height  of  the 
barometer  affords  a  measure  of  the 
pressure  on  the  surface  of  the  earth 
exerted  by  the  atmosphere,  such  pres¬ 
sure  being  principally  caused  by  the 
weight  of  the  dry  air.  For  use  at 
sea  the  mercurial  barometer  is  the 
more  accurate,  the  aneroid  the  more 
sensitive.  The  former  requires  four 
readings :  for  capacity ,  owing  to  the 


the  science  of  forecasting  and  make 
the  layman  ask,  when  he  does  not 
understand  the  readings  of  either  the 
barometer  or  the  face  of  the  sky  :  Will 
a  basis  for  prediction  ever  be  secured 
and  popularized  so  that  a  traveler 
studying  the  probabilities  of  storm  and 
anti-cyclone  may  know  fairly  well 
when  and  how  to  look  for  the  changes 
intrinsic  to  the  elements?  As  it  is. 
the  tourist  on  land  is  troubled  the 
same  as  the  one  at  sea,  because  the 
weather  may  be  stormy  when  the 
head  of  the  column  of  mercury  in  the 
tube  is  soaring  in  the  region  of  fair, 
and  vice  versa,  contradictions  that  do 
not  bother  the  forecasters  of  the 
Weather  Bureau,  who  are  armed  with 
their  many  data  from  various  direc¬ 
tions  at  a  given  moment.  If  he  has 
no  confidence  in  the  official  high  per 
cent,  of  success,  to  be  found  in  the 
newspaper  summaries  if  at  hand,  he 


ELECTRIC  LOG 


change  of  level  of  the  bowl  as  the 
mercury  rises  or  falls;  for  capillarity, 
owing  to  the  depression  of  the  mer¬ 
curial  column,  caused  by  a  small  glass 
tube;  for  temperature,  since  all  obser¬ 
vations  are  reduced  for  comparison  to 
a  common  temperature  of  82°  F. ;  for 
height  above  sea-level. 

Many  of  the  conditions  governing 
the  use  of  this  instrument  are  unsatis¬ 
factory.  For  instance,  at  sea,  the  nav¬ 
igator  is  handicapped  through  lack  of 
the  necessary  overland  pressure  re¬ 
ports  from  surrounding  areas.  Again, 
there  are  agencies  at  work  such  as  the 
belief  in  the  effect  of  outside  bodies, 
like  the  moon,  upon  the  weather;  and 
the  state  of  the  weather  as  indicated 
by  certain  signs,  the  so-called  meteoro¬ 
logical  folk  lore.  These  retard  to  a 
considerable  extent  the  acceptance  of 


can  turn  to  an  interpretation  of  the 
sky.  This  art  has  been  neglected  since 
the  publication  of  weather  prognostics, 
but  in  the  absence  of  the  mechanical 
details  that  are  slowly  systematizing 
the  many  accumulating  data  of  pres¬ 
sures,  sky  readings  are  invaluable  and 
of  growing  importance,  especially  since 
the  discovery  of  Ballot’s  law  of 
storms,  but  they  belong  to  the  subject 
of  clouds.  Still  the  conclusion  is 
reached  even  by  experts,  that  there  is 
no  direct  key  to  pressure  phenomena, 
no  way  of  fully  regularizing  baro¬ 
metric  observations  until  they  can  he 
gathered  over  a  still  wider  area 
through  the  service  of  ships  and  island 
stations,  a>iul  the  establishment  of 
weather  stations  at  the  farthest  ex¬ 
tremes  of  continental  communication. 
Until  these  improvements  cpme,  pre- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


1S5 


dictions  must  be  made  on  wind- 
barometer  indications  now  in  use  in 
limited  areas,  and  not  till  then  may  the 
avex-age  trawler  be  weatherwise  be¬ 
yond  acting  on  the  guide-book  advice, 
“Not  to  forget,  that  it  is  always  going 
to  rain.” 

These  wind-barometer  indications 
are :  When  the  wind  sets  in  from 
points  between  south  and  southeast 
and  the  barometer  falls  steadily  a 
storm  is  approaching  from  the  west  or 
northwest,  and  its-  center  will  pass 
near  or  north  of  the  observer  within 
12  or  24  hours  with  the  wind  shifting 
to  northwest  by  way  of  southwest  and 
west.  When  the  wind  sets  in  from 
points  between  east  and  northeast  and 
the  barometer  falls  steadily,  a  storm 
is  approaching  from  the  south  or 
southwest,  and  its  center  will  pass 
near  or  to  the  south  or  east  of  the 
observer  within  12  or  24  hours  with 
wind  shifting  to  northwest  by  way  of 
north.  The  rapidity  of  the  storm's 
approach  and  its  intensity  will  be  in¬ 
dicated  by  the  rate  and  the  amount  of 
the  fall  in  the  barometer. 

The  direction  in  which  the  wind 
blows  is  determined  by  the  relative 
positions  of  regions  of  high  and  low 
pressure.  So  Ballot’s  Law  is  as 
follows  : 

For  the  Northern  Hemisphere. 

Stand  with  your  back  to  the  wind, 
and  the  barometer  will  be  lower  on 
your  left  hand  than  on  your  right. 

For  the  Southern  Hemisphere. 

Stand  with  your  back  to  the  wind, 
and  the  barometer  will  be  lower  on 
your  right  hand  than  on  your  left. 

In  the  northern  hemisphere,  when¬ 
ever  we  are  within  or  on  the  borders 
of  an  area  of  low  barometrical  read¬ 
ings,  the  wind  blows  round  it  counter¬ 
clockwise,  and  whenever  we  are  within 
or  on  the  border  of  an  area  of  high 
readings,  the  wind  blows  round  it 
clockwise,  i.  e.,  in  the  direction  in 
which  the  hands  of  a  clock  move.  In 
the  southern  hemisphere  the  converse 
is  true  in  both  cases. 

It  is  not  from  the  point  at  which  the 
column  of  mercury  may  stand  that  one 
is  alone  to  judge  the  state  of  the 
weather,  but  from  its  rising  or  falling. 
When  rather  below  its  ordinary  height, 
say  down  to  near  291/4  inches  at  sea 
level,  a  rise  foretells  less  wind  or  less 
wet,  but  when  it  has  been  very  low— 
about  29  inches — the  first  rising  usu¬ 
ally  precedes  strong  wind  or  heavy 
squalls,  after  which  violence  a  gradu¬ 
ally  rising  glass  foretells  improving 


weather  if  the  temperature  falls.  In¬ 
dications  of  an  approaching  change  of 
weather  and  the  directions  and  force 
of  winds  are  shown  less  by  the  height 
of  the  barometer  than  by  its  falling  or 
rising.  Nevertheless  a  height  of  more 
than  30  inches  is  indicative  of  fine 
weather,  except  from  east  to  north  oc¬ 
casionally.  A  rapid  rise  indicates 
unsettled  weather ;  a  slow  rise  the  con¬ 
trary  ;  a  steady  barometer,  when 
continued,  and  with  dryness,  foretells 
very  fine  conditions.  A  rapid  and  con¬ 
siderable  fall  is  a  sign  of  stormy 
weather  and  rain  or  snow.  Alternate 
rising  and  sinking  indicates  unsettled 
and  threatening  weather.  The  late 
Admiral  Fitzroy,  F.  R.  S.,  held  that 
weather  signs  were  accessories  to  the 
barometer  and  thermometer  for  use  in 
knowing  the  state  of  the  air.  Any 
traveler  who  vigilantly  watches  the  ap¬ 
pearances  of  the  sky  will  find  these 
signs  to  be  as  follows  : 

Whether  clear  or  cloudy,  a  rosy  sky 
at  sunset  presages  fine  weather;  a  red 
sky  in  the  morning,  bad  weather  or 
much  wind,  perhaps  rain  ;  a  gray  sky 
in  the  morning,  fine  weather ;  high 
dawn,  wind  ;  low  dawn,  fair  weather. 

Soft-looking  or  delicate  clouds  fore¬ 
tell  fine  weather,  with  moderate  or 
light  breezes;  hard-edged,  oily-looking 
clouds,  wind.  A  dark,  gloomy,  blue 
sky  is  windy,  but  a  light,  bright-blue 
sky  indicates  fine  weather.  Generally 
the  softer  the  clouds  look  the  less  wind 
(but  perhaps  more  raiu)  may  be  ex¬ 
pected,  and  the  harder,  more  “greasy,” 
rolled,  tufted  or  ragged,  the  stronger 
the  coming  wind  will  prove.  Also  a 
bright  yellow  sky  at  sunset  presages 
wind ;  a  pale  yellow,  wet ;  and  thus, 
by  the  prevalence  of  red.  yellow  or 
gray  tints,  the  coming  weather  may  be 
foretold  very  nearly,  and  if  aided  by 
instruments,  still  nearer. 

Small  inky-looking  clouds  foretell 
rain ;  light  scud  clouds  driving  across 
heavy  masses  show  wind  and  rain,  but 
if  alone,  may  indicate  wind  only. 

High  upper  clouds  crossing  the  sun, 
moon  or  stars  in  a  direction  different 
from  that  of  the  lower  clouds,  or  the 
wind  then  felt  below,  foretell  a  change 
of  wind. 

After  fine,  clear  weather  the  first 
signs  in  the  sky  of  a  coming  change 
are  usually  light  streaks,  curls,  wisps 
or  mottled  patches  of  white  distant 
clouds,  which  increase  and  are  fol¬ 
lowed  by  an  overcasting  of  murky  va¬ 
por  that  grows  into  cloudiness.  This 
appearance,  more  or  less  oily  or 


186 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


watery,  as  wind  or  rain  will  prevail,  is 
an  infallible  sign. 

Light,  delicate,  quiet  tints  or  colors, 
with  soft,  undefined  forms  of  clouds, 
indicate  and  accompany  fine  weather, 
but  gaudy  or  unusual  hues,  with  hard, 
definitely  outlined  clouds,  foretell  rain 
and  probably  strong  wind. 

Remarkable  clearness  of  atmosphere 
near  the  horizon,  distant  objects,  such 
as  hills,  unusually  visible  or  raised  (by 
refraction)  and  what  is  called  “a  good 
hearing  day,”  may  be  mentioned  among 
signs  of  wet,  if  not  wind,  to  be  ex¬ 
pected. 

More  than  usual  twinkling  of  the 
stars,  indistinctness  or  apparent  multi¬ 
plication  of  the  moon’s  horns,  halos, 
“wind-dogs”  (fragments  or  pieces  of 
rainbows,  sometimes  called  “wind- 
galls”)  seen  on  detached  clouds,  and 
the  rainbow,  are  more  or  less  signifi¬ 
cant  of  increasing  wind,  if  not  ap¬ 
proaching  rain,  with  or  without  wind. 

Lastly,  the  dryness  or  dampness  of 
the  air  and  its  temperature  (for  the 
season)  should  always  be  considered, 
with  other  indications  of  change  or 
continuance  of  wind  and  weather. 

NORTH  ATLANTIC  ICE  MOVE¬ 
MENTS. 

Vessels  crossing  the  Atlantic  Ocean 
between  Europe  and  the  ports  of  the 
United  States  and  British  America 
are  liable  to  encounter  icebergs  or  ex¬ 
tensive  fields  of  solid  compact  ice, 
which  are  carried  southward  from  the 
Arctic  region  by  the  ocean  currents. 
It  is  in  the  vicinity  of  the  Great  Bank 
of  Newfoundland  that  these  masses  of 
ice  appear  in  the  greatest  numbers  and 
drift  farthest  southward  athwart  the 
trans-oceanic  steamer  routes.  In  April, 
May  and  June  icebergs  have  been  seen 
as  far  south  as  the  thirty-ninth  de¬ 
gree  of  latitude  and  as  far  east  as 
longitude  38°  30'  west  of  Greenwich ; 
and,  although  its  occurrence  is  such  a 
great  rarity  that  navigators  need  not 
be  concerned  about  it,  floating  ice  may 
be  met.  with  anywhere  in  the  North 
Atlantic  Ocean  northward  of  the  for¬ 
tieth  degree  of  latitude  at  any  season 
of  the  year. 

TIIE  ORIGIN  OF  THE  NORTH 
ATLANTIC  ICE. 

The  bergs  which  usually  appear  in 
the  North  Atlantic  have  their  origin 
almost  exclusively  in  western  Green¬ 
land,  although  a  few  may  come  around 
Cape  Farewell  from  the  Spitzbergen 
Sea  and  some  may  be  derived  from 
Hudson  Bay. 


A  huge  ice  sheet,  formed  from  com¬ 
pressed  snow,  covers  the  whole  of  the 
interior  of  Greenland.  The  surface  of 
this  enormous  glacier,  only  occasion¬ 
ally  interrupted  by  protruding  moun¬ 
tain  tops,  rises  slightly  toward  the  in¬ 
terior  and  forms  a  watershed  between 
the  east  and  west  coasts,  which  is 
estimated  to  be  from  8,000  to  10,000 
feet  above  the  sea.  The  outskirts  of 
Greenland,  as  they  are  called,  consist 
of  a  fringe  of  islands,  mountains  and 
promontories  surrounding  the  vast  ice- 
covered  central  portion  and  varying  in 
width  from  a  mere  border  up  to  80 
miles. 

Everywhere  this  mountainous  belt  is 
penetrated  by  deep  fiords,  which  reach 
to  the  inland  ice,  and  are  terminated 
by  the  perpendicular  fronts  of  huge 
glaciers,  while  in  some  places  the  ice 
comes  down  in  broad  projections  close 
to  the  margin  of  the  sea.  All  of  these 
glaciers  are  making  their  way  toward 
the  sea,  and,  as  their  ends  are  forced 
out  into  the  water,  they  are  broken 
off  and  set  adrift  as  bergs.  This  proc¬ 
ess  is  called  calving.  The  size  of  the 
pieces  set  adrift  varies  greatly,  but 
a  berg  from  60  to  100  feet  to  the  top 
of  its  walls,  whose  spires  or  pinnacles 
may  reach  from  200  to  250  feet  in 
height  and  whose  length  may  be  from 
300  to  500  yards,  is  considered  to  be 
of  ordinary  size  in  the  Arctic.  These 
measurements  apply  to  the  part  above 
water,  which  is  about  one-eighth  or 
one-ninth  of  the  whole  mass.  Many 
authors  give  the  depth  under  water  as 
being  from  eight  to  nine  times  the 
height  above ;  this  is  incorrect,  as 
measurements  above  and  below  water 
should  be  referred  to  mass  and  not 
to  height.  It  is  even  possible  to  have 
a  berg  as  high  out  of  water  as  it  is 
deep  below  the  surface,  for,  if  we 
imagine  a  large,  solid  lump  of  anv 
regular  shape,  which  has  a  very  small 
sharp  high  pinnacle  in  the  center,  the 
height  above  water  can  easily  be  equal 
to  the  depth  below.  An  authentic  case 
on  record  is  that  of  a  berg,  grounded 
in  the  Strait  of  Belle  Isle  in  16  fath¬ 
oms  of  water,  that  had  a  thin  spire 
about  100  feet  in  height. 

THE  AGENCY  OF  TRANSPORTA¬ 
TION  OF  ICE  FROM  THE 
ARCTIC  REGION. 

The  Labrador  current  passes  to  the 
southward  along  the  coasts  of  Baffin 
Land  and  Labrador,  and,  although  it 
occasionally  ceases  altogether,  its  usual 
rate  is  from  10  to  36  miles  per  day. 
Near  the  coast  it  is  very  much  influ- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


187 


enced  by  the  winds,  and  reaches  its 
maximum  rate  after  those  from  the 
northward.  The  general  drift  of  the 
current  is  to  the  southward,  as  shown 
by  the  passage  of  many  Icebergs,  al¬ 
though  occasions  have  arisen  on  which 
these  have  been  observed  to  travel 
northward  without  any  apparent  rea¬ 
son.  The  breadth  and  depth  of  the 
current  are  not  known,  but  it  is  cer¬ 
tain  that  it  pours  into  the  Atlantic 
enormous  masses  of  water  for  which 
compensation  is  derived  from  the  warm 
waters  of  the  Atlantic  and  from  the 
East  Greenland  current  that  flows 
around  Cape  Farewell. 

ICEBERGS. 

All  ice  is  brittle,  especially  that  in 
bergs,  and  it  is  wonderful  how  little 
it  takes  to  accomplish  their  destruc¬ 
tion.  A  blow  of  an  ax  will  at  times 


GREENLAND  ICEBERG 


split  them,  and  the  report  of  a  gun, 
by  concussion,  will  accomplish  the 
same  end.  They  are  more  apt  to 
break  up  in  warm  weather  than  cold, 
and  whalers  and  sealers  note  this  be¬ 
fore  landing  on  them,  when  an  anchor 
is  to  be  planted  or  fresh  water  to  be 
obtained.  On  the  coast  of  Labrador 
in  July  and  August,  when  it  is  packed 
with  bergs,  the  noise  of  rupture  is 
often  deafening,  and  those  experienced 
in  ice  give  them  a  wide  berth. 

When  they  are  frozen  the  tempera¬ 
ture  is  very  low,  so  that  when  their 
surface  is  exposed  to  a  thawing  tem¬ 
perature  the  tension  of  the^exterior 
and  interior  is  very  different,  making 
them  not  unlike  a  Prince  Rupert’s 
drop.  Then,  too,  during  the  day 
water  made  by  melting  finds  its  way 
into  the  crevices,  freezes,  and  hence 
expands,  and,  acting  like  a  wedge, 


forces  the  berg  into  fragments.  It  is 
the  greatly  increased  surface  which 
the  fragments  expose  to  the  melting 
action  of  the  oceanic  waters  that  ac¬ 
counts  for  the  rapid  disappearance  of 
the  ice  after  it  has  reached  the  north¬ 
ern  edge  of  the  warm  circulatory  drift 
currents  of  the  North  Atlantic  Ocean. 
If  these  processes  of  disintegration  did 
not  go  on  and  large  bergs  should  re¬ 
main  intact,  several  years  might  elapse 
before  they  would  melt,  and  they 
would  ever  be  present  in  the  trans¬ 
oceanic  routes.  In  fact,  instances  are 
on  record  in  which  masses  *  of  ice, 
escaping  the  influences  of  swift  de¬ 
struction  or  possessing  a  capability  for 
resisting  them,  have,  by  phenomenal 
drifts,  passed  into  European  waters 
and  been  encountered  from  time  to 
time  throughout  that  portion  of  the 
ocean  which  stretches  from  the  British 
Isles  to  the  Azores. 

They  assume  the  greatest  variety  of 
shapes,  from  those  approximating  to 
some  regular  geometric  figure  to  others 
crowned  with  spires,  domes,  minarets 
and  peaks,  while  others  still  are 
pierced  by  deep  indentations  or  caves. 
Small  cataracts  precipitate  themselves 
from  the  large  bergs,  while  from  many 
icicles  hang  in  clusters  from  every 
projecting  ledge.  They  frequently 
have  outlying  spurs  under  water, 
which  are  as  dangerous  as  any  other 
sunken  reefs.  For  this  reason  it  is 
advisable  for  vessels  to  give  them  a 
wide  berth,  for  there  are  a  number  of 
cases  on  record  where  vessels  were 
seriously  damaged  by  striking  when 
apparently  clear  of  the  berg.  Serious 
injury  has  occurred  to  vessels  through 
the  breaking  up  or  capsizing  of  ice¬ 
bergs.  Often  the  bergs  are  so  nicely 
balanced  that  the  slightest  melting  of 
their  surfaces  causes  a  shifting  of  the 
center  of  gravity  and  a  consequent 
turning  over  of  the  mass  into  a  new 
position,  and  this  overturning  also  fre¬ 
quently  takes  place  when  bergs,  drift¬ 
ing  with  the  current  in  a  state  of  deli¬ 
cate  equilibrium,  touch  the  ocean  bot¬ 
tom. 

FIELD  ICE. 

Field  ice  is  formed  throughout  the 
region  from  the  Arctic  Ocean  to  the 
shores  of-  Newfoundland  and  yearly 
leaves  the  shore  to  find  its  way  into 
the  paths  of  commerce.  Starting  with 
the  Arctic  field  ice  and  coming  to  the 
southward,  we  find  this  ice  growing 
lighter,  both  in  thickness  and  in  quan¬ 
tity,  until  it  disappears  entirely.  Ice 


188  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


made  in  the  Arctic  is  heavier  and  has 
lived  through  a  number  of  seasons. 
After  the  short  summer  in  high  lati¬ 
tudes  ice  begins  to  form  on  all  open 
water,  increasing  several  feet  in  thick¬ 
ness  each  season.  Much  of  this  re¬ 
mains  north  during  the  following  sum¬ 
mer,  and,  though  it  melts  to  some  ex¬ 
tent,  it  never  entirely  disappears,  so 
that  each  succeeding  winter  adds  to 
its  thickness. 

Small  fragments  of  bergs  find  them¬ 
selves  mingled  with  Arctic  fields  and 
become  frozen  fast.  These,  when 
liberated  to  the  southward,  are  called 


ICEBERG  AND  FLOE  ICE. 


growlers,  and  form  low,  dark,  indigo- 
colored  masses,  which  are  just  awash 
and  rounded  on  top  like  a  whale’s 
back.  They  are  very  dangerous  when 
in  ice  fields  which  have  become  loose 
enough  to  permit  the  passage  of  ves¬ 
sels  through  them,  and  should  always 
be  looked  for ;  they  can  be  seen  appar¬ 
ently  rising  and  sinking  as  the  sea 
breaks  over  them. 


SIGNALS  IN  RELATION  TO  ICE. 

Information  as  to  wind,  tempera¬ 
ture,  weather  indications,  and  the 
state  of  the  ice  can  be  obtained  by 
communicating  with  the  marine  signal 
stations  of  Newfoundland,  St.  Pierre, 
and  Canada.  These  are  situated  at 
Cape  Race,  Cape  Ray,  Belle  Isle. 
Chateau  Bay,  Amour  Point,  Galantry 
Head  (St.  Pierre),  and  St.  Paul 
Island. 

Wireless  telegraph  stations  are 
operated  for  the  Department  of  Ma¬ 
rine  and  Fisheries  of  the  Dominion  of 
Canada  by  the  Marconi  Wireless  Tele¬ 
graph  Company  at  most  of  these  sta¬ 


tions,  and  vessels  fitted  with  Marconi 
apparatus  can  communicate  with 
them. 

LANES  FOR  ATLANTIC  STEAMERS. 

The  following  routes,  agreed  to  by  the  prin¬ 
cipal  Steamship  Companies,  came  into  force 
January  15  th,  1899: — 

WESTBOUND.  From  15th  January  to 
14th  August,  Both  Days  Inclusive. 

Steer  from  Fastnet,  or  Bishop  Rock,  on 
Great  Circle  Course,  but  nothing  South, 
to  cross  the  meridian  of  47°  West  in  Latitude 
42°  North,  thence  by  either  rhumb  line  or 
Great  Circle  (or  even  North  of  the  Great 
Circle  if  an  easterly  current  is  encountered) 
to  a  position  South  of  Nantucket  Light- 
Vessel,  thence  to  Fire  Island  Light-Vessel, 
when  bound  for  New  York,  or  to  Five  Fathom 
Bank  South  Light-Vessel,  when  bound  for 
Philadelphia. 

From  15th  August  to  14th  January, 
Both  Days  Inclusive. 

Steer  from  Fastnet,  or  Bishop  Rock,  on 
Great  Circle  Course,  but  nothing  South, 
to  cross  the  meridan  of  49°  West  in  Latitude 
46°  North,  thence  by  rhumb  line,  to  cross  the 
meridan  of  60°  West  in  Latitude  43°  North, 
thence  also  by  rhumb  line,  to  a  position  South 
of  Nantucket  Light-Vessel,  thence  to  Fire 
Island  Light-Vessel,  when  bound  to  New  York, 
or  Five  Fathom  Bank  South  Light-Vessel, 
when  bound  for  Philadelphia. 

EASTBOUND.  From  15th  January  to 
23rd  August,  Both  Days  Inclusive. 

Steer  from  40°  10'  North,  and  70°  West, 
by  rhumb  line,  to  cross  the  meridian  of  47° 
West  in  Latitude  41°  North,  and  from  this 
last  position  nothing  North  of  the  Great 
Circle  to  Fastnet,  when  bound  to  the  Irish 
Channel,  or  nothing  North  of  the  Great 
Circle  to  Bishop  Rock,  when  bound  to  the 
English  Channel. 

From  24th  August  to  14th  January, 
Both  Days  Inclusive. 

Steer  from  Latitude  40°  10'  North  and 
Longitude  70°  West,  to  cross  the  meridian  of 
60°  West  in  Latitude  42°  0'  North,  thence  by 
rhumb  line  to  cross  the  meridian  of  45°  West  in 
Latitude  46°  30'  North,  and  from  this  last 
position  nothing  North  of  the  Great  Circle 
to  Fastnet,  when  bound  to  the  Irish  Channel, 
and  as  near  at  possible  to,  but  nothing  North 
of  the  Great  Circle  to  Bishop  Rock,  always 
keeping  South  of  the  Latitude  of  Bishop  Rock 
when  bound  to  the  English  Channel. 

At  all  seasons  of  the  year  steer  a  course 
from  Sandy  Hook  Light-Vessel,  or  Five 
Fathom  Bank  South  Light-Vessel,  to  cross 
the  meridian  of  70°  WTest,  nothing  to  the 
Northward  of  Latitude  40°  10'.  Note. — 
At  times  during  the  season  when  ice  is  preva¬ 
lent  an  agreement  arrived  at  between  the 
various  steamship  companies  concerned  is  to 
follow  routes  even  more  southerly  than  the 
tracks  given  above. 


Flowers,  fresh  fruit,  lettuce,  and  mushrooms 
are  grown  under  glass  during  the  voyage  on 
certain  ships,  that  are  provided  with  green¬ 
houses  with  movable  windows,  steam  pipes, 
etc. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


189 


BRIEF  RULES  FOR  THE  USE  OF 

OIL  TO  PROTECT  VESSELS 
IN  STORMY  WATERS. 

1.  Scudding  before  a  gale,  distrib¬ 
ute  oil  from  the  bow  by  means  of  oil 
bags  or  through  waste  pipes.  It  will 
thus  spread  aft  and  give  protection 
both  from  quartering  and  following 
seas. 

2.  Running  before  a  gale,  yawing 
badly,  and  threatening  to  broach-to, 
oil  should  be  distributed  from  the  bow 
and  from  both  sides,  abaft  the  beam. 

3.  Lying-to,  a  vessel  can  be  brought 
closer  to  the  wind  by  using  one  or  two 
oil  bags  forward,  to  windward.  With 
a  high  beam  sea,  use  oil  bags  along 
the  weather  side  at  intervals  of  40  or 
50  feet. 

4.  In  a  heavy  cross  sea,  as  in  the 
center  of  a  hurricane,  or  after  the 
center  has  passed,  oil  bags  should  be 
hung  out  at  regular  intervals  along 
both  sides. 

5.  Drifting  in  the  trough  of  a 
heavy  sea,  use  oil  from  waste  pipes 
forward  and  bags  on  weather  side. 

6.  Steaming  into  a  heavy  head  sea, 
use  oil  through  forward  closet  pipes. 
Oil  bags  would  be  tossed  back  on  deck. 

7.  Lying-to,  to  tack  or  wear,  use 
oil  from  weather  bow. 

8.  Cracking  on,  with  high  wind 
abeam  and  heavy  sea,  use  oil  from 
waste  pipes,  weather  bow. 

9.  A  vessel  hove  to  for  a  pilot 
should  distribute  oil  from  the  weather 
side  and  lee  quarter.  The  pilot  boat 
runs  up  to  windward  and  lowers  a 
boat,  which  pulls  down  to  leeward  and 
around  the  vessel’s  stern.  The  pilot 
boat  runs  down  to  leeward,  gets  out  oil 
bags  to  windward  and  on  her  lee  quar¬ 
ter,  and  the  boat  pulls  back  around 
her  stern,  protected  by  the  oil.  The 
vessels  drift  to  leeward  and  leave  an 
oil-slick  to  windward  between  the  two. 

10.  Towing  another  vessel  in  a 
heavy  sea,  oil  is  of  the  greatest  ser¬ 
vice,  and  may  prevent  the  hawser  from 
breaking.  Distribute  oil  from  the 
towing  vessel  forward  and  on  both 
sides.  If  only  used  aft,  the  tow  alone 
gets  the  benefit. 

11.  At  anchor  in  an  open  road¬ 
stead  use  oil  in  bags  from  jibboom.  or 
haul  them  out  ahead  of  the  vessel  by 
means  of  an  endless  rope  rove  through 
a  tailblock  secured  to  the  anchor 
chain. 

The  simplest  method  of  distributing 
oil  is  by  means  of  canvas  bags  about 
1  foot  long,  filled  with  oakum  and 
oil,  pierced  with  holes  by  means  of  a 


coarse  sail  needle,  and  held  by  a  lan¬ 
yard.  The  waste  pipes  forward  are 
also  very  useful  for  this  purpose. 

GREAT  CIRCLE  SAILING 
We  have  been  taught  in  the  high 
school  that  a  straight  line  is  the  short¬ 
est  distance  between  two  points. 
This  is  far  from  being  true  on  maps 
and  charts  of  the  earth.  All  charts 
are  distorted,  for  the  reason  that 
they  try  to  show  a  spherical  sur¬ 
face  on  a  flat  surface.  For  instance, 
the  ordinary  Mercator  projection 
of  the  world  will  show  that  Lis¬ 
bon,  Portugal,  is  almost  due  east  of 
Philadelphia,  but  if  a  ship  should  sail 
along  the  40th  latitude,  which  is  rep¬ 
resented  by  a  straight  line  on  the 
map,  it  would  travel  over  a  hundred 
miles  further  than  was  necessary.  A 
much  shorter  course  would  be  to  fol- 


"b' 

GREAT  CIRCLE  SAILING, 
low  a  curve  leading  far  north  of  the 
40th  latitude.  If  a  large  globe  is 
available,  it  is  an  easy  matter  to  prove 
this  by  measuring  the  distances  with 
a  string,  and  it  will  be  found  that  the 
shortest  distance  between  two  points 
would  lie  along  the  arc  of  a  great  cir¬ 
cle.  In  other  words,  should  you  cut 
the  globe  in  two  along  this  arc  the 
knife  would  pass  through  the  center 
of  the  earth.  If  you  cut  the  globe  in 
two  along  a  parallel  of  latitude  above 
or  below  the  equator  you  would  slice 
off  less  than  a  hemisphere. 

To  illustrate  the  matter  more  clear¬ 
ly,  suppose  a  man  who  was  a  mile  dis¬ 
tant  from  the  pole  wished  to  travel  to 
a  point  an  equal  distance  from  the 
pole,  but  on  the  opposite  side.  lie 
would  not  think  of  pursuing  a  course 
parallel  with  the  equator,  as  indicated 
by  ABC  in  the  figure,  but  would  go 
directly  across  the  pole  along  the  line 
A  P  C.  The  curvature  of  the  course 
A  I*  C  would  be  very  flat  and  almost 
negligible.  Exaggerate  this  to  let  th» 
point  A  represent  New  York  and  G 
Peking,  China,  which  is  at  about  the 
same  latitude  as  New  York,  and  al¬ 
most  180  degrees  to  the  west.  If  a 


190 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


traveler  traveled  west  from  New  York 
and  another  traveled  north  the  former 
would  have  2,500  miles  further  to  go 
than  the  latter,  because  the  curve  over 
the  north  pole  would  be  much  flatter 
than  the  curve  parallel  to  the  equator 
which  would  be  taken  by  the  traveler 
going  due  west.  The  arcs  of  great 
circles  are  the  flattest  arcs  that  can 
be  pursued  on  the  earth,  and  conse¬ 
quently  represent  the  shortest  distance 
between  any  two  points. 

WHAT  IS  LLOYD’S? 

This  world-famous  institution  of  the 
shipping  world  takes  its  name  and 
derives  its  origin  from  a  coffee-house 
established  in  Tower  Street  by  one 
Edward  Lloyd  toward  the  end  of  the 
17th  century,  and  removed  in  1092 
to  the  corner  of  Lombard  Street  and 
Abchurch  Lane.  In  1773  the  brokers 
and  underwriters  frequenting  the 
house,  to  the  number  of  79,  took  rooms 
on  the  northwest  side  of  the  Royal 
Exchange,  where  ever  since  this  great 
institution  has  been  established.  In 
1870  an  Act  of  Incorporation  was  ap¬ 
plied  for,  and  obtained  in  1871.  The 
objects  were  described  as  being  (1) 
the  carrying  on  of  the  .business  of  ma¬ 
rine  insurance  by  members  of  the  so¬ 
ciety,  (2)  the  protection  of  the  inter¬ 
ests  of  members  of  the  society  in  re¬ 
spect  of  shipping  and  cargoes  and 
fi-eight,  and  (3)  the  collection,  publi¬ 
cation  and  diffusion  of  intelligence 
and  information.  To  carry  out  the 
third  object  Lloyd’s  has  a  staff  of 
about  1,500  agents  in  all  parts  of  the 
world  constantly  reporting  to  head¬ 
quarters,  where  clerks  are  employed 
both  day  and  night.  Lloyd’s  also 
maintains  an  extensive  system  of  sig¬ 
nal  stations  for  reporting  vessels,  etc., 
which  is  of  great  benefit  to  the  ship¬ 
ping  community.  An  inquiry  office 
is  also  maintained,  where  the  relations 
of  crew  or  passengers  may  obtain, 
without  cost,  information  conceniing 
the  movements  of  the  vessel  in  which 
they  are  interested.  In  addition  to 
“Lloyd’s  List,”  published  daily,  the 
corporation  publish  “Lloyd’s  Weekly 
Shipping  Index”  every  Thursday, 
“Lloyd’s  Calendar’’  annually,  and 
“Lloyd’s  Book  of  House  Flags  and 
Funnels.”  A  “Captains’  Register”  is 
kept,  consisting  of  a  biographical  dic¬ 
tionary  of  all  the  certificated  com¬ 
manders  of  the  British  mercantile 
marine,  about  24,000  in  all.  The  rec- 
ord  of  losses  is  kept  in  the  “Loss 
Book.” 


LLOYD’S  REGISTER  OF  BRIT¬ 
ISH  AND  FOREIGN 
SHIPPING. 

This  is  a  society  voluntarily  main¬ 
tained  by  the  shipping  community 
with  the  primary  object  of  the  classi¬ 
fication  of  vessels.  It  is  the  l'eeog- 
nized  authority  on  such  matters  all 
over  the  world.  The  society’s  affairs 
are  managed  by  a  committee  of  60 
membei-s,  composed  of  merchants,  ship¬ 
owners  and  undei’writers,  elected  at 
the  principal  shipping  centers  of  the 
country.  In  technical  matters  affect¬ 
ing  the  society’s  rules  for  the  con¬ 
struction  of  vessels  and  machinery, 
the  committee  has  the  advantage  of  the 
co-operation  of  a  body  of  experts.  15 
in  number,  selected  by  the  principal 
institutions  of  the  United  Kingdom 
associated  with  naval  ai'chitecture  and 
engineering,  the  iron  and  steel  and 
forge-making  industries.  Branch  com¬ 
mittees  of  the  society  are  established 
on  the  Mersey  and  on  the  Clyde.  In 
the  case  of  new  vessels,  after  the  plans 
have  been  submitted  to  and  approved 
by  the  committee,  the  building  of  the 
vessels  proceeds  under  the  supervision 
of  the  society’s  surveyors,  who,  when 
the  vessels  are  completed,  send  a  de¬ 
tailed  report  to  the  committee,  by 
whom  the  class  is '  assigned.  The 
highest  class  for  iron  and  steel  ves¬ 
sels  is  represented  by  the  character 
100A1,  and  for  wooden  vessels  by  Al. 
It  is  from  the  latter  character  that 
the  phrase  “Al  at  Lloyd’s”  is  de¬ 
rived.  In  addition  to  the  classifica¬ 
tion  of  vessels  other  duties  have  from 
time  to  time  been  entrusted  to  the 
society.  Under  the  authority  of  Gov¬ 
ernment  it  controls  the  testing  of  an- 
choi’s  and  chains  at  all  the  public 
proving-houses  in  the  country.  Dur¬ 
ing  the  year  ended  June  30,  1909. 
over  345  miles  of  chain  cable  and  6,896 
anchors  wei*e  tested.  Lloyd's  Regis¬ 
ter  has,  moreover,  been  entrusted  by 
Parliament  with  the  duty  of  assigning 
freeboards  to  vessels  under  the  Mer¬ 
chant  Shipping  Act,  1894,  and  the 
load  lines  of  14,864  vessels  have  been 
dealt  with  by  the  committee.  The 
society  also  conducts  the  testing  of 
steel  used  in  the  construction  of  ves¬ 
sels  and  machinery.  During  the  above- 
stated  period  478,000  tons  of  steel 
were  submitted  to  the  tests  required 
by  the  rules. 


A  package  of  address  tags  of  linen  will  not 
come  amiss. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  191 


USE  OF  OIL  TO  CALM  THE  SEA. 

A  substance,  in  order  to  be  of  use 
in  subduing  the  violence  of  waves, 
should  be  capable  (1)  of  spreading 
rapidly  over  the  surface  of  the  sea, 
(2)  of  making  the  tension  of  the  ex¬ 
posed  surface  less  than  the  surface- 
tension  of  water,  and  (3)  of  forming 
a  continuous  surface  film,  whose  par¬ 
ticles  are  distinct  from  the  particles 
of  water  and  therefore  do  not  share 
their  orbital  motion. 

The  following  liquids  for  calming 
the  sea  are  listed  in  the  order  of  their 
efficiency  :  Soapsuds,  sperm  oil,  oil  of 
turpentine,  rapeseed  oil,  linseed  oil, 
benzoin,  ricinus  oil,  oil  of  almonds,  oil 
of  olives,  petroleum. 

Of  the  substances  named,  petroleum 
spreads  less  rapidly  than  any  of  the 
others,  its  tendency  to  spread  being 
only  a"bout  one-lialf  that  of  olive  oil, 
one-third  that  of  linseed  oil,  one-fourth 
that  of  sperm  oil,  and  one-fifth  that  of 
soapsuds.  This  explains,  in  large  part, 
why  seamen  have  found  it  inferior  to 
the"  other  oils,  especially  those  of  ani¬ 
mal  and  vegetable  origin,  for  calming 
the  sea. 

According  to  theory,  of  all  the 
liquids  named,  soap  water  is  the  best 
agent  for  preventing  the  growth  of 
waves,  both  on  account  of  its  superior 
spreading  power  and  the  reduction  of 
the  surface  tension  that  it  brings 
about. 

Oil  of  turpentine  is  the  best  of  the 
oils  for  spreading  and  reducing  the 
tendency  of  the  wind  to  form  waves 
and  increase  their  size.  Moreover,  oil 
appears  to  have  a  great  advantage 
over  soap  water,  since  it  weighs  less 
than  water  and  does  not  mix  with  it. 

HEIGHT  OF  WAVES. 

Measurements  of  the  United  States  Hydro- 
graphic  Office  and  estimates  of  mariners  and 
observers  at  sea  indicate  that  the  average 
height  of  all  the  waves  running  in  a  gale  in 
the  open  ocean  is  about  20  feet,  but  the  height 
of  the  individual  waves  is  often  found  to  vary 
in  the  proportion  of  one  to  two,  and  there  is, 
in  fact,  ift  a  fairly  regular  sea  a  not  inconsider¬ 
able  range  of  size  among  the  waves.  In  any 
statement  that  we  may  make  as  to  the  size  of 
the  waves  in  a  gale  on  the  ocean  we  should 
not  neglect  the  mention  of  the  larger  waves 
that  occur  at  fairly  frequent  intervals.  These, 
which  may  be  termed  the  ordinary  maximum 
waves,  are  perhaps  what  seamen  really  refer 
to  when  they  state  the  size  of  waves  met  with 
during  a  storm  at  sea.  “About  40  feet  is  a 
common  estimate  of  the  height  of  the  larger 
waves  in  a  severe  gale  on  the  North  Atlantic, 
and  this  estimate  is  really  not-  incompatible 
with  a  recorded  average  of  a  little  more  than 
20  feet. 

It  is  difficult  to  say  what  may  be  the  great¬ 
est  height  of  the  solitary  or  nearly  solitary 


waves  that  are  from  time  to  time  reported  by 
mariners.  The  casual  combination  of  the 
numerous  independent  undulations  running 
on  the  sea  presumably  sometimes  produces 
two  or  three  succeeding  ridges  or  two  or  three 
neighboring  domes  of  water  of  considerably 
greater  dimensions  than  those  of  the  ordinary 
maximum  waves  of  a  storm.  Although  these 
large  cumulative  waves  may  be  frequently 
produced,  yet  they  will  be  comparatively 
seldom  observed,  because  so  small  a  fraction 
of  the  ocean’s  surface  is  at  one  time  under 
observation.  There  are  seemingly  reliable 
accounts  of  cases  in  which  these  “topping 
seas”  have  reached  the  height  of  60  feet. 

The  best  method  of  observing  the  height  of 
waves  at  sea  that  is  available  to  the  ordinary 
mariner  who  is  without  special  instrumental 
equipment  is  to  mount  the  rigging  or  ascend 
to  some  other  elevation  above  the  vessel's 
deck  until  high  enough  to  just  see  the  horizon 
over  the  top  of  the  wave  crest.  Thus,  if  the 
deck  is  15  feet  above  the  water  line  and  the 
observer  mount  10  feet  above  the  deck  in 
order  that  he  may  just  see  a  wave  crest  level 
with  the  horizon,  the  height  of  the  wave  is  25 
feet  above  the  water  line;  and  if  at  the  time 
of  observation  the  vessel  rides  upright  in  the 
trough  of  the  wave  the  observed  height  will 
be  the  required  height  of  the  wave  from  the 
trough  to  crest  without  any  correction  or 
allowance  whatever.  Three  or  four  sets  of  a 
dozen  observations  each,  taken  in  this  way, 
will  give  an  excellent  determination  of  the 
average  height  of  the  waves  running  during 
the  period  of  the  observations. 

OCEAN  CLIMBING 
If  one  were  to  travel  in  a  straight 
line  from  Southampton  to  New  York 
he  would  be  obliged  to  plough  directly 
through  the  ocean  and  through  the 
crust  of  the  earth  to  a  depth  of  about 
400  miles  midway  of  his  course  owing 
to  the  curvature  of  the  earth’s  surface. 
In  other  words,  a  vessel  sailing  be¬ 
tween  the  two  ports  mentioned  would 
have  to  pursue  a  curved  course  that 
would  rise  400  miles  above  the 
straight  line  connecting  the  two  ports. 
Furthermore,  there  is  an  actual  climb 
of  the  vessel  in  sailing  over  this  course 
for  the  reason  that  New  York  is  fur¬ 
ther  from  the  center  of  the  earth  than 
is  Southampton.  We  know  that  the 
diameter  of  the  earth  at  the  equator 
is  twenty-seven  miles  greater  than  the 
diameter  through  the  poles.  It  is  due 
to  this  bulging  of  the  earth  toward  the 
equator  that  New  York,  Which  is  10 
degrees  further  south  than  Southamp¬ 
ton,  is  actually  over  a  mile  further 
from  the  center  of  the  earth.  How¬ 
ever.  no  extra  power  is  required  to 
make  this  climb  because  the  force  that 
causes  the  earth  to  bulge  at  the 
equator  acts  on  the  vessel  and  lifts  it, 
this  force  being  the  centrifugal  force 
due  to  the  rotation  of  the  earth  on  its 
axis. 


192 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL* 


LATEEN  RIG 


RIGS  OF  SAILING  VESSELS. 


While  there  are  not  quite  so  many  different 
rigs  of  sailing  vessels  as  there  are  vessels, 
there  are  a  great  many,  some  of  them  differ¬ 
ing  but  slightly  from  others,  and  there  is 
much  confusion  of  nomenclature,  even 
among  those  who  should  know  better  than  to 
et  the  rigs  mixed  in  their  minds.  To  aid  in 
ispelling  misunderstandings  as  to  the  names 
of  the  rigs  of  vessels,  or  as  to  how  certain 
named  rigs  are  to  be  understood,  the  accom¬ 


panying  illustrations  have  been  prepared, 
showing  a  wide  range  from  the  smallest  and 
the  most  simple  sailing  vessels  to  the  largest 
and  most  complicated. 

In  the  first  place  we  may  make  a  distinction 
by  reason  of  the  number  of  masts,  which 
ranges  from  one  to  five.  The  second  dis¬ 
tinction  may  be  in  the  manner  in  which  the 
sails  are  attached,  extended,  and  maneuvered; 
some  being  on  horizontal  yards  swinging 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


193 


crosswise  of  the  mast,  some  on  yards  which 
lie  obliquely  to  the  horizontal,  others  having 
booms  or  gaffs  attached  at  only  one  end  to 
the  mast,  and  others  again  having  no  spirit  or 
spar  by  which  to  aid  in  their  extension. 
Some  sails  are  triangular,  others  have  four 
well  defined  sides.  Some  vessels  have  all  the 
sails  centered  at  the  masts,  or  are  square 
rigged;  in  others  all  the  sails  are  "fore  and 
aft;”  and  others  again  have  the  sails  on  one 
or  more  masts  of  different  type  from  those  on 
the  other  or  others;  while  in  some,  part  of  the 
sails  on  a  mast  are  of  one  type  and  the  rest  of 
one  or  more  others. 

Referring  to  the  illustrations,  and  consider¬ 
ing  only  the  number  of  masts:  A  to  I  inclusive 
have  but  one;  J  to  X  inclusive,  two;  and  the 
rest  have  three.  There  are  vessels  having 
four  and  even  five  masts,  but  these  do  not 
require  illustration  as  the  sails  on  the  other 
mast  or  masts  are  of  the  same  general  type  as 
those  on  the  three. 

Of  sails  we  have  as  distinct  types  No  5  A, 
which  is  a  leg  of  mutton,  having  a  boom  to 
extend  its  lower  edge;  5  B,  which  is  a  square 
sail,  having  its  upper  edge  extended  by  a 
yard  and  found  also  at  4  and  5  L,  M  and 
N,  4  V,  W,  X,  Y,  Z,  AA  and  BA;  5  X,  Z,  AA 
and  BA,  and  6  AA  and  BA.  All  these  square 
sails  have  no  yard  to  extend  them  on  their 
lower  edges. 

In  vessels  F  and  J  there  will  be  seen  to  be 
one  long  yard  at  an  angle  to  the  mast  and 
haying  its  lower  end  made  fast  to  a  convenient 
point  below.  This  is  called  a  lateen  rig. 

In  vessels  D,  E,  G,  H,  I,  O,  P,  Q,  R,»S, 
T,  U,  V,  W,  Y,  all  sails  marked  5  are  bent  to 
the  mast  at  their  inner  edge,  and  extended  by 
a  boom  below  and  a  gaff  above.  These  are 
fore  and  aft  sails.  Other  fore  and  aft  sails, 
bent  to  stays  and  not  to  any  mast,  boom  or 
yard,  are  the  stay  sails  seen  in  vessels  D,  E,  I, 
J,  K,  M,  N,  and  on  all  the  others  from  P  on, 
inclusive.  The  particular  sail  on  vessel  A  is 
a  leg  of  mutton  sail;  on  B,  a  lug  sail  or  lug;  on 
C,  a  split  lug,  differing  from  that  on  B  by’oqe 
portion  being  bent  to  the  mast  as  well  as  to 
the  yard  above.  In  vessel  K  may  be  seen  a 
"sliding  gunter,”  the  upper  portion  of  which 
is  extended  by  a  spar  which  is  hoisted  along¬ 
side  of  the  mast,  constituting,  practically,  a 
sliding  topmast;  the  sail  being  bent  to  both 
halves  of  the  mast  proper.  On  vessel  L  there 
is  a  dipping  lug,  and  on  M  a  three-quarter  lug. 

In  S  we  see  a  schooner  the  topsails  of  which, 
marked  12  and  13,  are  extended  by  the  top¬ 
mast  and  the  gaff;  these  being  called  gaff- 
topsails;  while  in  T  they  have  at  their  lower 
edges  comparatively  short  spars  called  clubs, 
by  which  they  may  be  more  flatly  strained 
than  where  the  attachment  is  made  directly 
to  the  corner  (or  clew)  of  the  sail.  In  BB  we 
see  the  topsails  double;  that  is,  instead  of 
there  being  only  one  sail  to  the  topmast,  as 
in  AD,  9,  10,  11,  they  are  double,  the  upper 
half  being  bent  to  the  regular  yard  above,  and 
the  other  to  a  yard  which  is  hoisted  on  the 
mast;  the  object  being  to  enable  the  sail  area 
to  be  more  readily  reduced  than  by  reefing 
one  large  sail. 

Taking  the  different  rigs  in  order  as  lettered, 
A,  is  a  leg  of  mutton,  B  a  lug,  C  a  split  lug,  D 
a  sloop  (having  a  single  mast  and  only  fore 
and  aft  sails),  E  a  sloop  having  a  gaff  topsail, 
F  a  lateen  rig,  G  a  skipjack  (haying  no  Bow¬ 
sprit  and  no  staysail  nor  topsail)?  H  a  cat- 


boat  (which  differs  from  the  skipjack  only  in 
the  hull),  I  the  cutter  as  known  in  the  United 
States  Navy  (distinguished  by  being  sloop 
rigged,  with  a  square  topsail  instead  of  a  gaff 
topsail  or  a  club  topsail),  J  a  lateen  rigged 
felucca,  K  a  sliding  gunter  (having  practically 
a  sliding  topmast  to  which  as  well  as  to  the 
mast  the  sail  is  bent),  L  a  dipping  lug,  M  a 
three-quarter  lug,  N  a  standing  lug  (one 
lower  corner  of  the  sail  being  secured  to  the 
mast,  and  the  lower  edge  being  extended 
without  a  boom),  O  a  pirogue  (having  no  bow¬ 
sprit,  no  staysails,  and  no  topsails,  and  being 
fitted  with  a  lee  board  as  shown),  P  a  sloop 
yawl  (having  a  small  mast  stepped  astern  and 
bearing  a  leg  of  mutton  sail),  Q  a  sloop  yawl 
with  a  jigger. 

R  is  a  schooner  having  two  masts,  both 
fore  and  aft  rigged;  this  one  having  no  top¬ 
sails  and  only  one  staysail;  S  a  schooner  with 
gaff  topsails  (sometimes  called  a  gaff  topsail 
schooner),  T  a  schooner  with  club  topsails 
(sometimes  called  a  club  topsail  schooner), 
(J  a  topsail  schooner  (having  a  square  top¬ 
sail  on  the  foremast  and  a  gaff  topsail  on  the 
mainmast),  V  a  hermaphrodite  or  modified 
brig  (two  masted  and  having  the  foremast 
square  rigged  and  the  mainmast  fore  and  aft 
rigged),  W  a  brigantine  (having  two  masts, 
the  foremast  being  square  rigged  and  the 
mainmast  having  square  topsails  and  but  a 
mainsail  extended  by  gaff  and  boom),  X  a 
brig  (a  two  masted  vessel  square  rigged  on 
both  masts),  Y  a  barkentine  (having  three 
masts,  the  foremast  being  square  rigged  and 
the  other  two  fore  and  aft  rigged),  Z  a  bark 
(having  three  masts,  the  foremast  and  main¬ 
mast  being  square  rigged  and  the  mizzenmast 
fore  and  aft  rigged),  A  A  a  full  rigged  ship 
(having  three  masts,  all  square  rigged),  and 
BA  a  full  rigged  merchant  ship  (having  double 
topsails  as  before  explained). 

The  sails  as  illustrated  on  all  the  vessels 
shown  bear  the  same  numbers  for  the  same 
name  throughout.  In  all,  1  is  the  flying  jib, 
2  the  jib,  3  the  foretopmast  staysail,  4  the 
foresail,  5  the  mainsail,  6  the  cross  jack  sail, 
7  the  spanker,  8  the  jigger,  9  the  fore  topsail, 
10  the  main  topsail,  11  the  mizzen  topsail,  12 
the  fore  gaff  topsail,  13  the  main  gaff  topsail, 
14,  the  main  topmast  staysail,  15  the  mizzen 
topmast  staysail,  16  the  lower  fore  topsail,  17 
the  lower  main  topsail,  18  the  lowrer  mizzen 
topsail,  19  the  upper  fore  topsail,  20  the  upper 
main  topsail,  21  the  upper  mizzen  topsail,  22 
the  fore  topgallant  sail,  23  the  main  top¬ 
gallant  sail,  24  the  mizzen  topgallant  sail,  25 
the  fore  royal,  26  the  main  royal,  27  the 
mizzen  royal,  28  the  main  skysail,  29  the  main 
topgallant  staysail,  30  the  mizzen  topgallant 
staysail,  31  the  .jib  topsail,  32  the  fore  trysail, 
33  the  staysail,  34  the  gaff  topsail,  35  the  main 
royal  staysail. 

There  are  other  kinds  of  sails  not  shown,  as 
for  instance  studding  sails,  which  are  extend¬ 
ed  by  yards  on  square  rigged  vessels,  and 
other  staysails  than  those  shown  may  be  set 
when  the  wind  is  light  and  they  can  be  used 
to  advantage  to  catch  any  wind  which  would 
not  otherwise  act  on  the  other  sails. 

There  are  other  rigs  which  embody  the 
features  of  those  already  shown,  such  for 
example  as  the  three  masted,  four  masted, 
and  five  masted  schooners,  the  four  masted 
and  five  masted  ships  and  the  four  masted 


194 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


shipentine,  all  of  which  are  an  extension  of  the 
rigs  shown. 

BUOYS. 

In  the  United  States  it  is  customary  to 
mark  channels  with  red  and  black  buoys. 
As  the  channel  is  entered  from  the  sea  the 
red  buoys  are  on  the  starboard,  or  right  side, 
and  the  black  buoys  on  the  port.  Usually 
there  is  a  difference  in  form  between  the  two 
sets  of  buoys.  The  starboard  or  red  buoys 
are  of  the  type  known  as  “nun”  buoys, 


sometimes  called  “nut”  buoys,  the  part  that 
projects  out  of  the  water  being  conical  in 
form.  The  port  or  black  buoys  are  of  the 
type  known  as  “can”  buoys,  the  part  that 
projects  out  of  the  water  having  the  form  of  a 


plain  cylinder  or  else  a  slightly  tapered 
cylinder.  In  winter  weather  in  waters  where 
there  is  apt  to  be  a  great  deal  of  ice,  “spar” 
buoys  are  used  instead  of  "can”  and  “nun” 


buoys,  the  "spar  ”  buoys  having  the  shape  of 
a  spar  as  the  name  implies.  In  Europe  buoys 
are  not  as  consistently  used  as  in  the  United 
States  and  it  is  impossible  for  us  to  summarize 
here  the  significance  of  the  different  buoys  in 
various  European  ports.  At  night  certain 
channels  are  marked  by  “light”  buoys;  that 
is,  buoys  fitted  with  acetylene,  Pintsch  gas, 
or  electric  lights. 


NAUTICAL  TERMS 

Abaft:  Toward  the  stern  or  end  of  the  vessel. 

Aft:  Toward  the  stern  or  end  of  the  vessel. 

Alleyway:  The  ship’s  passageway. 

Altitude:  This  is  the  angular  distance  of 
of  the  pole  above  the  horizon. 

Bower  Anchor:  This  is  an  anchor  which  is 
ready  for  immediate  use. 

Bulkhead:  A  longitudinal  or  transverse 
partition. 

Cart:  A  sea  map. 

Deadlight:  This  is  a  covering  of  wood  or 
metal  used  in  severe  weather  to  protect  glass 
portholes  or  windows. 

Equinox:  This  is  the  equal  length  of  the  day 
and  night  occurring  toward  the  end  of  March 
and  September. 

Ebb-Tide:  Falling  tide. 

Forward.  Toward  the  bow  or  front  of  the 
vessel. 

Fore-and-aft:  This  refers  to  the  length  of 
the  ship. 

Fo’castle:  This  was  formerly  the  seamen’s 
quarters,  but  in  the  modern  vessel  they  are 
quartered  almost  anywhere  near  their  work. 

Fathom:  Six  feet. 

Flood-Tide:  Rising  tide. 

Galley.  This  is  the  kitchen. 

Height  of  tide:  This  is  the  difference  be¬ 
tween  the  level  of  high  water  and  that  of  low 
water. 

Larboard:  The  opposite  of  starboard;  port 
is  the  later  and  more  preferred  term. 

Lee-side:  This  is  the  side  away  from  the 
wind. 

Latitude:  Distance  directly  North  or  South 
of  the  Equator. 

Longitude:  Distance  directly  East  or  West 
of  the  meridian  of  Greenwich. 

Lights  of  vessels.  These  are  the  port  and 
starboard  lights,  red  and  green,  respectively, 
besides  a  white  light  in  the  foretop. 

Mid-ship  :  This  means  the  point  which  is 
equidistant  between  the  bow  and  the  stern. 

Neap-tide:  This  is  low  tide  caused  by  the 
sun  and  moon  being  farthest  apart. 

Port:  This  is  the  left-hand  side  of  the  ship 
looking  toward  the  bow. 

Porthole:  A  stateroom  window  secured  in  a 
massive  metal  ring  adapted  to  be  closed 
tightly. 

Starboard.  This  is  the  right-hand  side  of 
the  ship  looking  toward  the  bow. 

Scuppers:  Channels  for  water,  usually  at 
the  outer  edge  of  the  deck. 

Soundings:  Depth  of  water  in  fathoms. 

Spring-tide:  This  is  high  tide  caused  by  the 
sun  and  moon  being  on  the  meridian  together. 

Sheet-anchor.  This  is  a  spare  anchor  which 
is  reserved  for  emergencies. 

Thwartship:  Crosswise  to  the  ship. 

Weather-side.  This  is  the  side  of  the  ship 
toward  the  wind. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


195 


TABLE  SHOWING  THE  DISTANCE  OF  THE  HORIZON 
AT  DIFFERENT  ELEVATIONS. 


I 

Height.  | 

Distance 

to 

Horizon 

Height. 

Distance 

to 

Horizon 

|  Height. 

Distance 

to 

Horizon 

Height. 

Distance 

to 

Horizon 

Height. 

Distance 

to 

Horizon 

Feet 

Nautical 

Feet 

Nautical 

Feet 

Nautical 

Feet 

Nautical 

Feet 

Nautical 

Miles. 

Miles. 

Miles. 

Miles. 

Miles. 

1 

1.15 

33 

6.60 

85 

10.59 

245 

17.98 

450 

24.36 

2 

1.62 

34 

6.70 

90 

10.90 

250 

18.16 

460 

24.63 

3 

1.99 

35 

6.80 

95 

11.19 

255 

18.34 

470 

24.90 

4 

2.30 

36 

6.89 

100 

11.48 

260 

18.52 

480 

25.16 

5 

2.57 

37 

6.99 

105 

11.77 

265 

18.70 

490 

25.42 

6 

2.81 

38 

7.08 

110 

12.05 

270 

18.87 

500 

25.68 

7 

3.04 

39 

7.17 

115 

12.32 

275 

19.05 

510 

25.94 

S 

3.25 

40 

7.26 

120 

12.58 

280 

19.22 

520 

26.19 

9 

3.45 

41 

7.35 

125 

12.84 

285 

19.39 

530 

26.44 

10 

3.63 

42 

7.44 

130 

13.10 

290 

19.56 

540 

26.69 

11 

3.81 

43 

7.53 

135 

13.35 

295 

19.73 

550 

26.93 

12 

3.98 

44 

7.62 

140 

13.60 

300 

19.89 

560 

27.18 

13 

4.14 

45 

7.70 

145 

13.83 

305 

20.06 

570 

27.42 

14 

4.30 

46 

7.79 

150 

14.06 

310 

20.22 

5S0 

27.66 

15 

4.45 

47 

7.87 

155 

14.30 

315 

20.38 

590 

27.90 

16 

4.59 

48 

7.96 

160 

14.53 

320 

20.55 

600 

28.13 

17 

4.74 

49 

8.04 

165 

14.75 

325 

20.71 

610 

28.37 

13 

4.87 

50 

8.12 

170 

14.97 

330 

20.86 

620 

28.60 

19 

5.01 

51 

8.20 

175 

15.19 

335 

21.02 

630 

28.83 

20 

5.14 

52 

8.29 

180 

15.41 

340 

21.18 

640 

29.06 

21 

5.26 

53 

8.36 

185 

15.62 

345 

21.33 

650 

29.28 

22 

5.39 

54 

8.44 

190 

15.83 

350 

21.49 

660 

29.51 

23 

5.51 

55 

8.50 

195 

16.04 

355 

21  64 

670 

29  73 

24 

5.63 

56 

8.60 

200 

16.24 

360 

21.79 

680 

29.95 

25 

5.74 

57 

S.67 

205 

16.44 

370 

22.09 

690 

30.17 

26 

5.86 

58 

8.75 

210 

16.64 

380 

22.39 

700 

30.39 

27 

5.97 

59 

8.82 

215 

16.84 

390 

22.68 

710 

30.60 

28 

6. OS 

60 

8.90 

220 

17.03 

400 

22.97 

720 

30.82 

29 

6.19 

65 

9.26 

225 

17.23 

410 

23.26 

730 

31.03 

30 

6.29 

70 

9.61 

230 

17.42 

420 

23.54 

740 

31.24 

31 

6.40 

75 

9.95 

235 

17.61 

430 

23.82 

750 

31.45 

32 

6.50 

80 

10.27 

240 

17.79 

440 

24.09 

760 

31.66 

By  this  Table  also  the  distance  can  be  ascertained  at  which  an  object  can  be  seen  according 
to  its  elevation  and  the  elevation  of  the  eye  of  the  observer. 

EXAMPLE. — A  tower  200  feet  high  will  be  visible  at  20 f  miles  to  an  observer  whose  eye 


is  elevated  15  feet  above  the  water.  Thus: — 
15  feet  elevation  distance  visible  4.45 
200  “  “  “  16.24 


A  FEW  FIGURES  ABOUT  BRITISH 
LIGHTS. 

The  following  are  a  few  facts  about 
British  lights  taken  from  a  unique  pub¬ 
lication  called  the  Lightkeeper,  which 
is  devoted  to  the  interests  of  light- 
keepers  all  over  the  world,  and  is  pub¬ 
lished  in  Belfast.  Ireland : 

The  lighting  of  the  coasts  and  har¬ 
bors  of  the  Three  Kingdoms  is  managed 
by  three  general  lighthouse  authorities, 
namely,  the  Trinity  House  for  England 
and  Wales,  the  Commissioners  of  North¬ 


nautical  miles  j  =20  69  nautical  milcs. 


ern  Lighthouses  for  Scotland,  and  the 
Commissioners  of  Irish  Lights  for  Ire¬ 
land,  and  by  a  number  of  local  lighting 
authorities. 

Commissioners  of  Northern  Light¬ 
houses. 

The  number  of  lightkeepers,  etc.,  em¬ 
ployed  at  the  91  stations  under  the 
Scottish  Board  is  290,  and  there  are 
four  steamers  and  tugs  for  visiting  pur¬ 
poses,  as  well  as  one  light-vessel,  with 
crews  of  105  men.  The  total  number  of 
men  employed  is  410,  and  the  average 


196 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


annual  cost  of  the  service  during  the 
seven  years  from  1900  to  1906  amounted 
to  £92,642. 


Commissioners  of  Irish  Lights. 


The  number  of  lightkeepers  employed 
is  180  at  74  stations,  and  there  are  11 
light-vessels  and  three  steamers  with 


crews  of  205  men.  There  is  also  a 
store  depot  and  a  small  engineering  es¬ 
tablishment  at  Kingstown,  with  25  per¬ 
manent  employees,  men  coming  in  from 
light-vessels  being  also  made  use  of  tem¬ 
porarily  at  these  workshops.  The  total 
number  of  men  employed  by  the  Irish 
Lights  Commissioners  is  434,  and  the 
average  annual  cost  of  the  service  dur¬ 
ing  the  seven  years  from  1900  to  1906 
amounted  to  £117,389. 


TRINITY  HOUSE. 

Trinity  House  was  incorporated  in 
the  year  1514,  by  King  Henry  VIII. 
In  the  present  clay  the  Trinity  House 
exists  in  several  capacities:  (1)  As 
the  General  Lighthouse  Authority  for 
England  and  Wales,  the  Channel 
Islands,  and  Gibraltar,  it  deals  with 
the  lighthouses,  light-vessels,  buoys, 
beacons,  fog-signals  and  removal  of 
dangerous  wrecks  on  the  shores,  exer¬ 
cising  control  over  the  local  light  au¬ 
thorities  within  their  own  area,  as 
well  as  over  the  other  general  light¬ 
house  authorities  of  the  United  King¬ 
dom.  There  are  district  stations  at 
Rlackwall,  Sunderland,  Yarmouth, 
Harwich.  Ramsgate,  Cowes,  Penzance, 
Milford  Haven,  Cardiff,  Ilolvhead  and 
Gibraltar.  (2)  As  the  Chief  Pilotage 


Authority  of  the  kingdom  it  has  the 
management  of  all  matters  relating 
to  pilots  and  pilotage  in  the  London, 
English  Channel,  and  certain  other 
districts  on  the  coasts.  (3)  As  an 
Ancient  Corporation  it  possesses  es¬ 
tates  and  almshouses,  and  awards  pen¬ 
sions  and  bounties  to  distressed  mari¬ 
ners  and  their  widows.  (4)  As 
Nautical  Advisers  two  of  the  Elder 
Brethren  in  turn  assist  the  judges  in 
the  Admiralty  Division  of  the  High 
Courts  of  Justice  in  determining  ma¬ 
rine  causes  tried  at  law.  The  Elder 
Brethren  consist  of  members  of  the 
Royal  Family  and  statesmen  (eleven 
in  number),  retired  officers  of  high 
rank  in  the  Royal  Navy,  and  com¬ 
manders  in  the  mercantile  marine 
(thirteen  in  number). 

STARBOARD  AND  PORT 

The  right-hand  side  of  a  ship  is 
called  “starboard”  and  the  left-hand 
side  is  called  “port.”  The  name  for 
the  left-hand  side  used  to  be  “lar¬ 
board,”  but  in  order  to  avoid  confusion 
due  to  the  similarity  in  the  sound  of 
the  words  "larboard”  was  changed  to 
“port.”  To  distinguish  the  two  sides 
of  a  ship  the  starboard  side  at  night 
is  provided  with  a  green  light  and  the 
port  side  with  a  red  light.  To  assist 
one  in  remembering  which  is  which  it 
is  commonly  pointed  out  that  “port,” 
like  port  wine,  is  red.  Another  rule  to 
assist  in  remembering  the  sides  repre¬ 
sented  by  “starboard”  and  “port”  is  to 
arrange  the  words  alphabetically  thus: 
Left,  “port” ;  right,  “starboard.”  In 
German  “starboard”  is  “steuerbord” 
and  “port”  “backbord.”  while  in 
French  “starboard”  is  “tribord”  and 
“port”  is  “babord.” 


PORT  SIDE 


Fore  e'nci  % 
of  TesseV* 

WNA. 


STARBOARD  S/DP 

FVV—^ - ,/S  ^ 

>s  Tore  end 

,yy  of  Vessel- 

*wna 


PLIMSOLL  MARK. 


Through  his  occupation  as  a  coal  dealer 
Samuel  Plimsoll,  the  English  reformer,  known 
as  “the  sajlor’s  friend,  became  interested 
in  the  condition  of  sailors  and  the  dangers  to 
which  they  were  exposed  by  unscrupulous 
overloading  of  heavily  insured  vessels.  This 
induced  him  to  enter  Parliament  in  1868  as 
a  member  for  Derby.  In  1873  he  published 
“Our  Seamen,”  which  succeeded  in  its  pur¬ 
pose  of  arousing  public  attention,  and  in 


1876  the  Merchant  Shipping  Act  embodying 
many  of  his  demands  was  passed.  Among 
its  provisions  was  a  mark  known  as  the 
Plimsoll  mark  to  indicate  the  maximum 
load  line  of  the  ship.  This  has  since  been 
required  on  all  English  vessels. 

I.  S.  means  Indian  Summer. 

F.  W.  means  Fresh  Water. 

W.  means  Winter. 

W.  N.  A.  means  Winter  North  Atlantic. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


197 


KNOTS  AND  HITCHES 

The  knots  and  hitches  represented  in  the 
above  engraving  are  as  follows. 


1.  Simple  overhand  knot. 

2.  Slip-knot  seized. 

3.  Single  bow-knot. 

4.  Square  or  ruf-knot. 

5.  Square  bow-knot. 

6.  Weaver’s  knot. 

7.  German  or  figure-of-8  knot. 

8.  Two  half-hitches,  or  artificer’s  knot. 

9.  Double  artificer’s  knot. 

10.  Simple  galley-knot. 

11.  Capstan,  or  prolonged  knot. 

12.  Bowline-knot. 

13.  Rolling-hitch. 

14.  Clove-hitch. 

15.  Blackwatl-hitch 

16.  Timber-hitch. 

17.  Bowline  on  a  bight. 

18.  Running  bowline. 

19.  Catspaw. 

20.  Doubled  running-knot. 

21.  Double  knot. 

22.  Sixfold  knot. 

23.  Boat-knot. 

24.  Lark’s  head 

25.  Lark’s  head. 

26.  Simple  boat-knot. 

27.  Loop-knot. 

28.  Double  Flemish  knot. 

29.  Running-knot  checked. 

30.  Crossed  running-knot. 

31.  Lashing  knot. 

32.  Rosette. 

33  Chain-knot. 

34.  Double  chain-knot. 

35.  Double  running-knot,  with  check-knot. 

36.  Double  twist-knot. 

37.  Builder’s  knot. 

38.  Double  Flemish  knot. 

39.  English  knot. 

40.  Shortening-knot. 

41.  Shortening-knot. 

42.  Sheep-shank. 

43.  Dog-shank. 

44.  Mooring  knot. 

45.  Mooring-knot. 

46.  Mooring-knot. 

47.  Pigtail  worked  on  the  end  of  a  rope. 

48.  Shroud-knot. 

49.  A  bend  or  knot  used  by  sailors  in  mak¬ 
ing  fast  to  a  spar  or  a  bucket  handle  before 
casting  overboard;  it  will  not  run.  Also 
used  by  horsemen  for  a  loop  around  the  jaw 
of  a  colt  in  breaking:  the  running  end,  after 
passing  over  the  head  of  the  animal  and 
through  the  loon,  will  not  jam  therein. 


FISHES  OF  THE  DEEP  SEA. 

The  deep  sea  is  commonly  regarded  as 
commencing  where  the  rays  of  sunlight 
cease  to  penetrate  (which  is  estimated  to  be 
less  than  1200  feet  below  the  surface),  and 
may  extend  to  twenty  times  that  distance  or 
even  more  down  to  the  bottom  of  the  ocean. 
Fishes  have  been  dredged  from  below  12,000 
feet.  In  the  deep  sea  utter  darkness  per¬ 
petually  prevails,  and  an  unvarying  tempera¬ 


ture  as  cold  as  ice,  with  a  pressure  ranging, 
according  to  depth,  from  a  quarter  to  three 
or  four  tons  upon  every  square  inch  of  sur¬ 
face.  But  instead  of  the  total  darkness 
invariably  abolishing  the  organs  of  vision  by 
disuse,  we  find  that  the  deep-sea  fishes  com¬ 
monly  possess  eyes,  while  only  a  few  are  blind. 
In  this  connection  it  may  be  remarked  that 
some  surface-water  inhabitants  are  also 
blind.  There  are  evidences,  however,  which 
appear  to  be  characteristic  qualities  of  deep- 
sea  fishes,  namely,  weak  connective  tissue 
and  extremely  delicate  fin  muscles,  indicating 


198 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


still-water  conditions:  also  thin  fibrous  bones, 
full  of  cavities,  indicating  lugh-pressure 
conditions  While  these  peculiarities  are 
doubtless  well  adapted  for  deep-sea  life,  an 
idea  of  their  unfitness  for  superficial  waters 
may  be  gleaned  front  the  following  extract 
from  Dr.  Alcock’s  book,  which  records  his 
observations  as  naturalist  to  the  ship  “In¬ 
vestigator”  of  the  British  navy.  He  says: 
“  When  a  deep-sea  fish  is  brought  to  the  sur- 


CHASMODON  NIGER  (CARTER;. 

Fieh  6%  inches  long  containing  in  ite  stomach  a  fish  10^£  inches  long. 


face,  how  gradually  and  carefully  soever,  its 
bones  are  often  like  so  much  touchwood  and 
its  muscles  like  rotten  pulp,  while  its  eyes  are 
burst  from  its  sockets,  and  its  viscera  are 
often  blown  out  of  the  body  cavity  by  the 
expansion  of  the  air  bladder.”  It  frequently 
happens  that  deep-sea  fishes  are  found 
floating  helplessly  on  the  surface  of  the  ocean, 
with  large  prey  in  their  stomachs.  Their 
appearance  under  these  circumstances  is 


A  fieh  less  than  4  mcbes  long  with  a  fish  in  its  stomach  inches  long. 


accounted  for  by  the  efforts  of  their  struggling 
victims  to  escape  from  their  jaws,  causing 
them  to  ascend  beyond  the  horizontal  zone 
which  they  usually  inhabit. 

In  addition  to  the  extraordinary  rapacious¬ 
ness  of  certain  deep-sea  fishes,  there  are  many 
which  are  remarkable  for  their  possession  of 
illuminating  organs.  These  attributes  are 
not  limited  to  deep-sea  fishes,  but  among 
these  fishes  there  are  examples  which  eclipse 
anything  elsewhere  found.  With  the  excep¬ 


tion  of  the  so-called  “lures”  of  deep-sea  fishes, 
their  luminous  organs  appear  to  be  modified 
mucous  glands,  which  produce  the  “  phos¬ 
phorescent”  light.  These  are  said  not  to 
exist  in  the  small-eyed  fishes,  which,  instead, 
possess  sensitive  organs  of  touch.  But  illu¬ 
minating  power  may  exist  without  phos¬ 
phorescent  glands.  The  deep-sea  “  angler”  or 
“sea-devil”  has  a  rod-like  barbel  rising  from 
its  head  and  ending  in  luminous  filaments, 
which  are  supposed  to  act  as  lures  for  other 
fishes.  According  to  Gunther,  fishes  have 
frequently  been  taken  from  the  stomach  of 
the  “angler”  quite  as  large  as  itself.  It  is 
commonly  from  three  to  six  feet  long. 

The  specimen  of  the  Chiasmodus  niger  here 
illustrated  is  six  and  five-eighths  of  an  inch 
long,  but  contains  a  fish  in  its  stomach  which 
is  ten  and  a  half  inches  long.  The  stomach  of 
the  devourer  is  stretched  as  thin  as  gold¬ 
beater's  skin.  It  has  hooked  teeth,  and 
teeth  which  cross  each  other  from  opposite 
sides  of  the  mouth.  The  empty  stomach  is 
contracted  and  folded  up,  and  projects  but 
little  below  the  abdomen.” 


1.—  Paronelrodee  glomcrome.  2.— Nototcopelus  rcaplondena. 


8.— Coiyuolophup  Reinhardt! 


SOME  PHOSPHORESCENT  FISHES  OF  THE  DEEP  SEA. 

The  color  of  deep-sea  fishes  is  commonly 
black  or  dark  brown.  But  although  it  is 
claimed  that  light  is  essential  to  the  formation 
of  colors,  some  deep-sea  fish 's  are  scarlet  in 
parts,  or  uniform  red  or  roiy.  Others  are 
silvery  white,  while  according  to  Alcock  the 
Neocopelus  is  “one  dazzling  sheen  of  purple 
and  silver  and  burnished  gold,  amid  which  is 
a  sparkling  constellation  of  luminous  organs.” 


It  is  found  that  three-quarters  of  the  passen¬ 
gers  on  German  liners  read  English  books. 
English,  French,  and  German  books  are 
provided  on  nearly  all  of  the  steamers.  The 
proportion  on  a  German  line  out  of  22,000 
volumes  is  12,000  German,  7,300  English, 
1,800  French, 700  Spanish, 200  Portuguese,  and 
100  Italian.  These  books  arc  not  selected  at 
random,  but  a  special  librarian  has  charge  if 
the  supervision  of  all  of  the  libraries  on  the 
line.  _  When  books  become  very  shabby  by 
use  in  the  cabin,  they  are  turned  over  to 
libraries  for  the  crew.  When  their  usefulness 
has  come  to  an  end  the  books  are  sent  to  the 
paper  mill  and  the  proceeds  are  given  to  the 
seamen’s  fund;  thus  the  printed  book  occupies 
all  positions  from  the  cabin  to  the  steerage. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


199 


ANIMALS  OBSERVED  IN  THE 
ATLANTIC  OCEAN 

By  Prof.  C.  F.  Holder. 

During  a  passage  across  the  Atlan¬ 
tic  Ocean,  either  from  New  York  to 
Liverpool,  or  to  the  South  American 
ports,  the  traveler,  or  tourist,  observes 
a  large  number  of  extremely  interest¬ 
ing  animals,  and  leaving  the  port  of 
New  York  one  cannot  help  observing 
a  great  variety  of  bird  life,  especially 
in  the  vicinity  of  the  lower  bay  and 
off  Long  Island,  a  large  number  of 
gulls  and  shore  birds,  flocks  of  ducks 
and  geese  on  the  following  morning 
after  sailing.  The  tourist,  if  he  looks 
astern  in  the  wake  of  the  ship,  will 
see  following  along  large  numbers  of 
one  of  the  most  interesting  birds  of 
the  ocean,  the  petrel,  Mother  Carey’s 
chicken.  These  birds  apparently  fol¬ 
low  the  vessel  entirely  across  the  At¬ 
lantic  ;  they  are  found  one  thousand 
miles  out  at  sea,  and  undoubtedly  re¬ 
main  for  days  and  weeks  at  a  time, 
in  the  non-breeding  season,  many 
miles  out  from  shore. 

Vessels  often  meet  land  birds  far 
out  at  sea,  being  some  individuals 
blown  off  on  the  lines  of  bird  migra¬ 
tion.  During  a  recent  trip  taken  by 
the  writer  from  New  York  to  New 
Orleans,  large  numbers  of  land  birds 
boarded  the  ship  while  out  to  sea, 
which  were  blown  off  shore  in  a  hur¬ 
ricane,  and  up  the  Gulf  of  Mexico 
in  its  very  center  we  were  accompa¬ 
nied  by  a  flock  of  hawks,  woodpeck¬ 
ers  and  birds  of  various  kinds,  all  of 
which  were  so  weary  they  came  aboard 
the  ship  and  tried  to  alight  on  the 
masts  and  rigging.  One  of  the  wood¬ 
peckers  was  so  weary  that  I  succeeded 
in  catching  it  in  my  hand  and  car¬ 
ried  it  into  my  stateroom  until  the 
ship  sighted  the  coast  of  Florida. 

Along  the  Atlantic  Ocean,  within 
several  hundred  miles  of  land,  many 
large  fishes  are  met  with,  one,  espe¬ 
cially,  off  the  New  England  coast,  be¬ 
ing  the  basking  shark,  an  enormous 
shark  that  weighs  from  twenty  to 
thirty  tons  and  attains  a  length  of 
sixty  or  seventy  feet.  During  the 
Revolution,  or  about  that  period,  there 
was  a  very  extensive  shark  fishery  off 
the  New  England  coast,  quite  as  im¬ 
portant  as  the  sword  fishery  is  to¬ 
day.  These  enormous  sharks  are  har¬ 
pooned  for  their  oil,  and  the  captain 
of  one  of  the  vessels  told  me  that  in 
the  early  GO’s  he  ran  alongside  of 
one  of  these  sharks  that  was  longer 


than  his  vessel,  this  indicating  a  fish 
over  sixty  feet  long. 

The  ocean  traveler  is  also  liable  to 
see  a  large  number  of  marine  mam¬ 
mals,  whales,  porpoises,  dolphins,  and 
many  more ;  at  least  three  or  four 
different  kinds  of  whales  will  be  seen 
in  crossing  the  Atlantic,  several  kinds 
of  porpoises,  and  if  one  has  very  good 
luck  they  will  see  the  great  killer, 
Orca  gladiator,  which  will  be  recog¬ 
nized  by  its  tall  dorsal  fin,  which 
stands  up  like  the  sail  or  mast  of  a 
ship.  These  whales  are  from  twenty 
to  twenty-five  feet  in  length  and  are 
famous  for  their  ferocious  attacks 
upon  the  whalebone  whales,  which  are 
absolutely  defenseless.  The  killers 
seize  them  by  the  side  of  their  mouth, 
tear  the  mouth  open  and  literally 
wrench  the  enormous  tongue  from 
these  whalebone  whales. 


THE  ALBATROSS. 


Very  similar  in  appearance  to  the 
killer  is  the  black  fish,  also  a  whale 
eighteen  to  twenty  feet  long.  These 
go  in  large  schools,  and  a  few  hun¬ 
dred  years  ago  several  hundred  of 
them  ran  aground  in  a  storm  on  Cape 
Cod  and  were  killed  by  the  inhabitants 
riding  out  into  the  shallow  water  and 
killing  them  with  pitchforks,  a  most 
remarkable  method  of  going  fishing. 

The  most  interesting  group  of  these 
animals  will  be  the  dolphins,  the  bot¬ 
tle-nose  dolphin  and  the  ordinary  por¬ 
poise,  the  smallest  members  of  the 
tribe.  They  will  be  seen  swimming 
by  the  cutwater  of  the  ship  and  mov¬ 
ing  so  rapidly  that  they  pass  back  and 
forth  in  front  of  the  cutwater  of  big 
ships  like  the  Lusitania,  even  when 
she  is  going  twenty-five  or  thirty  miles 
an  hour.  Again,  great  schools  of  por¬ 
poises  will  be  seen  dashing  along  the 


200 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


surface  of  the  ocean,  rising  and  sink¬ 
ing,  splashing  the  water  into  the  air, 
creating  the  impression  that  they  are 
very  much  larger  than  they  are. 

Vessels  on  the  northern  coast  of 
Newfoundland,  in  the  longitude  of  Ice¬ 
land,  occasionally  see  specimens  of  the 
narwhal.  This  is  the  original  of  the 
unicorn  of  legend,  as  it  has  extending 
out  from  the  head  a  long,  twisted  horn 
of  ivory,  which  really  is  of  little  im¬ 
portance  as  a  weapon  of  defense,  or 
even  obtaining  food,  being  simply  an 


by  shooting  them  with  rifles.  Several 
vessels  about  this  region,  especially  in 
the  vicinity  of  St.  John's,  Newfound¬ 
land,  and  off  the  George’s  banks,  have 
observed  gigantic  specimens  of  the 
squid,  from  fifty  to  seventy  feet  long, 
and  a  number  of  years  ago  there  ap¬ 
peared  to  be  an  epidemic  among  these 
animals,  and  fifteen  or  twenty  of  them 
were  seen  by  the  crews  of  ships,  drift¬ 
ing  around  on  the  surface,  some  of 
them  partly  alive  ;  and  the  writer  saw 
one  specimen,  which  was  taken  at  this 


Photo,  by  Roy  C.  Andrews  of  American 
Museum  of  Natural  History. 

“THERE  SHE  BLOWS  ’—FINBACK  WHALE  SPOUTING. 


abnormal  development  of  one  of  the 
teeth.  These  whales  attain  a  length 
of  about  fifteen  feet  and  are  of  a  light 
color,  often  with  black  spots,  very  at¬ 
tractive  and  beautiful  creatures. 

If  the  ship  is  making  the  trip  from 
Montreal  to  Liverpool,  crossing  the 
great  bay  at  the  mouth  of  the  St. 
Lawrence,  large  numbers  of  white 
whales  will  be  seen.  They  are  so 
nearly  white  that,  when  observed, 
their  heads  look  like  patches  of  cotton 
on  the  surface.  The  Indians  from  the 
various  rivers  of  the  north  catch  them 


time  and  brought  down  to  New  York, 
that  was  about  thirty-five  feet  long. 
It  is  this  animal,  when  seen  rushing 
along  the  surface  with  its  tail  out  of 
the  water,  that  people  consider  a  sea 
serpent,  as  the  tail  is  pointed,  and  the 
long  tentacles  rising  and  falling  have 
the  appearance  of  an  undulating, 
snake-like  body.  In  all  the  ancient 
works  on  natural  history,  dating  back 
to  the  seventeenth  century,  the  giant 
squid  and  the  narwhal  undoubtedly 
formed  the  base  of  a  great  many  ex¬ 
traordinary  fish  stories  :  as  an  example, 


cp 


FLAG  or  THE!  PRESIDENT. 


cp 


REVENUEFLAG. 


US  FLAG. 


BELGIUM. 


U.  S.  UNION  JACK. 


BRAZIL 


CHILE 


CRETE. 


ECUADOR. 


Cuba 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


201 


the  “Live  Island”  described  by  Magnus 
and  Bishop  Pontoppipan  of  Norway. 

In  tlie  course  of  a  trip  across  the 
ocean,  a  number  of  interesting  fishes 
may  be  observed  besides  sharks.  Sev¬ 
eral  specimens  of  flying  fish  may  be 
seen,  and  once  in  a  great  while  the 
big  ribbon  fish  which  resembles  a  sil¬ 
very  ribbon,  its  appearance  at  the 
surface  being  entirely  accidental,  as 
it  is  a  deep-sea  form.  Occasionally 
the  great  white  shark  is  observed,  espe¬ 
cially  following  transports  loaded  with 
horses  or  cattle  which  are  liable  to 
be  thrown  overboard,  and  in  the  Brit¬ 
ish  Museum  in  London  there  is  a 
specimen  over  twenty-five  feet  in 
length  found  in  the  Atlantic  and 
killed  by  the  gun  of  a  man-of-war. 

If  the  ship  should  make  the  ports 
to  the  south  impinging  on  the  Sar¬ 
gasso  Sea,  a  very  interesting  group  of 
fishes  will  be  seen,  which  live  in  this 
great  vortex  of  seaweed.  Nearly  all 
of  these  fishes  partake  of  the  peculiar 
tint  and  color  of  the  seaweed,  finding 
protection  in  this  mimicry.  One  of 
these  fishes  not  only  resembles  the 
weed  in  color  but  in  shape,  its  head 
and  various  parts  of  the  body  being 
cut  up  into  little  seeming  tentacles 
that  resemble  the  fronds  of  the  sea¬ 
weed.  This  interesting  fish  is  said  to 
build  a  nest  in  the  weed,  binding  it 
up  in  the  shape  of  a  large  ball,  or 
about  the  size  of  a  man’s  head,  attach¬ 
ing  its  eggs  to  the  various  branches. 
Not  only  do  the  fishes  mimic  this  weed, 
hut  all  the  crabs  and  shrimps  and 
animals  of  all  kinds  seem  to  have 
been  painted  in  this  way. 

Floating  along  in  the  ocean  we  may 
find  the  great  leather  turtle,  the  lar¬ 
gest  of  its  kind  known,  with  peculiar 
ridges  extending  from  the  head  to  the 
tail  instead  of  scales,  and  in  the  South 
Atlantic  you  may  see  the  loggerhead 
and  the  green  turtle,  the  two  latter 
not  venturing  so  far  from  land  as  the 
first  mentioned,  which  is  a  distinctive¬ 
ly  pelagic  form. 

It  is  an  interesting  fact,  which  the' 
sojourner  on  the  ocean  will  undoubted¬ 
ly  notice,  that  certain  parts  of  the 
ocean,  so  far  as  the  animal  life  is 
concerned,  are  deserts  ;  that  is,  no  ani¬ 
mal  life  is  seen,  except  the  very  minute 
forms  of  jelly  fishes,  and  from  these 
locations  the  ship  will  enter  a  great 
vortex,  like  the  one  which  has  formed 
the  Sargasso  Sea.  where  enormous  con¬ 
gregations  of  animal  life  may  be  seen, 
attracted,  doubtless,  by  the  food  sup¬ 
ply. 

While  the  larger  animals  one  may 


see  crossing  the  ocean  are  interesting, 
the  smaller  ones,  as  the  jelly  fishes  and 
other  forms,  are  equally  if  not  more 
attractive.  Thousands  of  different 
kinds  of  jelly  fishes  are  seen,  espe- 


Photo.  by  Roy  C.  Andrews  of 
Am.  Museum  of  Natural  Hist. 

TAIL  OF  A  DIVING  HUMPBACK  WHALE 

c-ially  in  the  Gulf  Stream,  and  if  they 
are  not  recognized  during  the  day¬ 
time  they  manifest  themselves  at 
night  by  the  wonderful  phosphores¬ 
cence  of  the  ocean,  as  every  gleam  of 
light  which  is  seen  tells  the  story  of 
one,  or  millions  of  minute  animal 
forms,  many  of  which  are  so  extremely 
small  that  their  presence  would  never 
be  suspected,  or  recognized,  if  it  were 
not  for  this  radiating  power  which 
they  have  and  about  which  very  little 
is  known. 

The  larger  of  the  jelly  fishes  which 
one  sees  from  a  ship  is  known  to 
science  as  the  Cyanca  artica,  and  will 
be  met  with,  in  vast  numbers,  off  the 
Georgia’s  banks,  often  coming  in  near 
Cape  Cod  and  into  Massachusetts  Bay, 
where  some  years  ago  Professor  Agas¬ 
siz  found  one  whose  disc  was  six  feet 
across  and  whose  tentacles  were  esti¬ 
mated  at  one  hundred  and  twenty-five 


202 


SCIENTIFIC  AMERICAN 


feet  long.  This  animal,  when  lum¬ 
inous,  as  it  often  is,  must  have  rep¬ 
resented  a  vast  fiery  comet  dashing 
through  the  waters.  These  jelly  fishes 
range  from  this  giant  down  to  minute 
forms  that  are  almost  invisible  to  the 
naked  eye,  nearly  all  being  classic  in 
their  beauty  of  shape  and  the  remarka¬ 
ble  tints  of  pifik  and  blue  and  red  and 
white  and  lavender  which  mark  them. 
If  we  could  examine  one  of  these  large 
jelly  fishes  we  would  find  almost  every 
one  of  them  formed  a  sort  of  um¬ 
brella  or  protection  to  a  number  of 
very  small  fishes  of  the  mackerel  fa¬ 
mily,  which  live  up  under  the  tenta¬ 
cles,  and  some,  curiously  enough,  have 
taken  on  the  tint  and  color,  and  often 
exactly  the  shade  of  the  jelly  fish, 
and  it  is  often  difficult  to  distinguish 


COMMON  TERN  ON  THE  SHORE 

them  from  the  long  tentacles  which  go 
streaming  away  from  the  animal. 

The  great  river  of  the  ocean,  known 
as  the  Gulf  Stream,  which  comes 
sweeping  up  from  Florida,  crosses  to 
England,  then  passes  down  the  coast 
of  Europe,  forming  the  great  vortex 
of  the  Sargasso  Sea,  brings  from  the 
tropics  large  numbers  of  interesting 
animals.  One  of  these  is  the  Por¬ 
tuguese  man-of-war,  common  enough 
in  the  Gulf  of  Mexico  and  other 
tropical  places,  and  often  noticed  from 
the  decks  of  the  trans- Atlantic  liners. 
This  animal  is  a  little  balloon-like 
object,  four  or  five  inches  long,  bear¬ 
ing  on  its  upper  portion  a  sail  tinted 
with  pink,  and  below,  under  water, 
streaming  away  from  it,  is  a  mass  of 
purple  tentacles  of  the  most  virulent 
and  dangerous  character.  These  seem 
to  be  imbued  with  a  poison  which  af¬ 
fects  small  fishes  exactly  as  would  an 
electric  shock;  the  moment  they  touch 


HANDBOOK  OF  TRAVEL 

% . 

it  they  turn  over  and  die.  Sometimes 
thousands  of  these  dainty  craft  will 
be  seen  blowing  over  the  oc,ean,  sailing 
before  the  wind,  trailing  their  long 
tentacles  twenty  or  thirty  feet,  which 
are  in  reality  so  many  fishing  lines  and 
lures  to  attract  their  prey,  the  small 
fishes.  Under  this  painted  ship  is 
found  a  little  fish  called  the  nomeus, 
which  is  colored  the  exact  tint  of  the 
tentacular  parts  of  the  Portuguese 
man-of-war,  one  of  the  most  remarka¬ 
ble  cases  of  mimicry  known  in  the 
entire  animal  kingdom.  Sometimes 
these  animals  are  carried  over  to  Eng¬ 
land  and  washed  ashore  along  the 
Straits  of  Dover. 

On  the  English  side  of  the  Atlantic 
we  may  notice  the  great  tuna,  or  horse 
mackerel,  one  of  the  largest  of  the 
fishes,  which  ranges  up  to  one  thou¬ 
sand  pounds  and  which  may  be  met 
in  its  migrations  from  the  Mediter¬ 
ranean  Sea  north  as  far  as  the  north¬ 
ern  part  of  Ireland.  These  fishes  con¬ 
stitute  one  of  the  most  valuable  in¬ 
dustries  along  the  coast  of  Italy  and 
North  Africa,  being  taken  in  enormous 
nets  several  miles  in  length,  the  en¬ 
tire  business  being  very  picturesque, 
as  the  fishermen,  previous  to  the  time 
of  catching  them,  parade  through  the 
streets  of  all  the  towns  and  evoke 
the  saints  and  the  Virgin  to  make 
the  catch  as  large  and  profitable  as 
possible. 

Doubtless  there  are  people  who  can 
cross  the  Atlantic  several  times  a 
year  and  never  observe  anything,  but 
the  traveler,  or  tourist,  with  his  or 
her  eyes  open,  cannot  fail  to  be  en¬ 
tertained  by  the  vast  array  of  ani¬ 
mal  life  which  is  almost  invariably 
present  some  time  during  the  day  or 
night. 

One  of  the  most  interesting  and 
persistent  animals  to  be  met  with  is 
the  noctiluca,  the  smallest  and  at  the 
same  time  one  which  makes  the  great¬ 
est  display.  It  is  not  larger  than  a 
currant,  or  a  small  shot,  yet  so  mar¬ 
velous  is  its  power  of  emitting  light, 
that  if  a  number  are  taken  and  placed 
in  a  goblet  of  water  they  will  illumine 
a  room  almost  sufficiently  to  read  by. 
A  very  much  larger  animal,  also  found 
in  the  Atlantic,  is  the  pyrosoma,  or 
fire  body,  which,  when  placed  in  a 
glass  globe  and  disturbed,  emits  a  most 
extraordinary  light.  In  fact,  one  of 
the  French  expeditions  captured  one 
of  them  about  four  feet  long,  had  it 
swung  in  the  cabin,  actually  succeed¬ 
ing  in  writing  a  history  of  the  animal 
by  its  own  light. 


cp 


CP 


o 


AUSTRIA  -HUNGARY  ARGENTINA 


COLOMBIA 


COSTA  RICA. 


DENMARK  GERMANY 


GREAT  BRITAIN 


O 


/IV 


ROYAL  NAVAL  RESERVE 
(with  badge, 

HOME  AMO  COLONIAL  GOVERNMENT  DEPARTMENTS  ) 


HAITI 


o 


cp 


e 


HONDURAS 


ITALY 


JAPAN 


cp 


IN  THE  MERCHANT  FLAG. 

THE  BADGE  IS  NEARER  THE  HOIST 

PARAGUAY. 


PORTUGAL 


TURKEY, TRIPOLI,  EGYPT 


URUGUAY.. 


GENEVA  CONVENTION. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


203 


AUSTRALIA  BOLIVIA 

ntncMAHT 


BULGARIA  BURMA  H, 

MCHCHAHT 


IRELAND  MONTENEGRO 


o 

0  , 

BLUE 

si 

i 

RED _ 

WHITE 

aUJ^STAf 

RED 

WHITE 

BLUE 

RE 6  ST»f 

MONACO  NEW  ZEALAND  ORANGE-FREESTATF  PANAMA 


SCOTLAND  SERVIA 

MCRCHANT 


SWITZERLAND  TRANSVAAL 


204 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


ARGENTINE  republic 


PILOT  FLAG 
DENMARK 


JA  PAN 


-  SLACK  ~ 

RED 

y 

WHITE  [gj 

RED 

^  VELLOW 

PILOT  FLAG 
AUSTRIA 


PILOT  FLAG 
FRANCE 


pilot  flag 

MOROCCO 


ft  to 


m 


i 


RUSSIA 


PILOT  FLAG 
SPAIN 


WHITE 

BLACK 

YELUA 

RED 

WHITE 


BLACK 


RED 


pi  lot  flag 

GERMANY 


NORWAY 


PILOT  FLAG 
BELGIUM 


GREEN 


YELLOW 


PILOT  FLAG 
BRAZIL 


GREAT  BRITAIN 


PORTUGAL 


BLUE  PETER 


SWEDEN 


PERU 


ROUMANIA 


RUSSIA 


SALVADOR 


SANTO  DOMINGO 


SIAM 


FLAGS  AND  PENNANTS  TO  BE  USED  IN  THE  INTERNATIONAL  CODE. 


“Code  Flag  ”  and 
“Answering  Pennant.” 


When  used  as  the  “Code 
Flag  ”  it  is  to  be  hoisted  under 
the  ensign. 


When  used  as  the  “An¬ 
swering  Pennant”  it  is  to  be 
hoisted  at  the  masthead  or 
where  best  seen. 


V 


w 


To  open  communication  by  the  old  Code, 
show  the  ensign  with  the  pennant  under  it. 


o 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


205 


FLAG  SIGNALS  ADOPTED  FROM  THE  INTERNATIONAL  COMMERCIAL  CODE 

SIGNAL  BOOK. 


p  J-  In  distress;  want  immediate  assistance. 

£?  j-  We  are  coming  to  your  assistance. 

E  I  Do  not  attempt  to  land  in  your  own 

Y  f  boats. 

^  j-  Damaged  rudder;  can  not  steer. 

J-  Engines  broken  down  ;  I  am  disabled, 
p  j  You  are  standing  into  danger. 
y  J-  Heavy  weather  coming;  look  sharp. 

[  ,  |  Bar  is  impassable. 

I  | 

E  V  Cast  oft. 

D  ( 

R  1 

1  -Make  fast — to — 

I'  ' 

K  (  Lights,  or  Fires  will  be  kept  at  the  best 
E  j  place  for  coming  on  shore. 

q  j-  Keep  a  light  burning. 

A  l  Do  not  abandon  the  vessel  until  the  tide 
D  1  has  ebbed. 

J-  1  am  on  fire. 

N  I  I  am  sinking  (or,  on  fire);  send  all  avail- 
O  \  able  boats  to  save  passengers  and  crew. 

p  [  Want  assistance;  mutiny. 

p  J-  Want  immediate  medical  assistance. 

Y  (  Want  a  boat  immediately  (if  more  than 
G  t  one,  number  to  follow). 

Y  |  Want  a  tug  (if  more  than  one,  number  to 
P  t  follow). 


\  W  ) 

|  F  'r  Slack  away. 

Q  j 

TC  I 

rp  (  Shift  your  berth.  Your  berth  is  not  safe 

K  j 

p  j-  Hold  on  until  high  water. 

p  j  Remain  by  the  ship. 

p  J-  Abandon  the  vessel  as  fast  as  possible 

p  j-  Landing  is  impossible. 

TC  ) 

P  J-  Look  out  for  rocket  line  (or,  line). 

K  I  Endeavor  to  send  a  line  by  boat  (cask, 
A  f  kite,  raft,  etc.). 

C  |  No  assistance  can  be  rendered;  do  the 
X  j  best  you  can  for  yourselves. 

K  |  Lookout  will  be  kept  on  the  beach  all 
G  I  night. 

£  (■  I  must  abandon  the  vessel. 

i  ) 

j 

P  I 

p  j-  Want  a  pilot. 

V  I  What  is  name  of  ship  or  Signal  Stat  ion 
G  f  in  sight  ? 

D  I  Repeat  ship’s  name;  your  flags  were  not 
U  f  made  out. 

W  (signal  not  understood,  though  the  flags 
j  are  distinguished. 

N  ) 

C  >  I  can  not  make  out  the  flags  (or,  signals ). 

X  J 

C  Assent — Yes. 

D  Negative— No. 


DISTRESS  SIGNALS. 


(Article  31  of  International  Rules.) 


When  a  vessel  is  in  distress  and  requires 
assistance  from  other  vessels  or  from  the 
shore  the  following  shall  be  the  signals  to  be 
used  or  displayed  by  her,  either  together  or 
separately,  namely. 

In  the  daytime — 

(1)  A  gun  or  other  explosive  signal  fired  at 
intervals  of  about  a  minute 

(2)  The  International  Code  signal  of  dis¬ 
tress  indicated  by  N  C. 

(3)  The  distance  signal,  consisting  of  a 
square  flag,  having  either  above  or  below  it  a 
ball  or  anything  resembling  a  ball. 

(4)  The  distant  signal,  consisting  of  a  cone, 


point  upward,  having  either  above  it  or  below 
it  a  ball  or  anything  resembling  a  ball. 

(5)  A  continuous  sounding  with  any  fog- 
signal  apparatus. 

At  night — 

(1)  A  gun  or  other  explosive  signal  fired  at 
intervals  of  about  a  minute. 

(2)  Flames  on  the  vessel  (as  from  a  burn¬ 
ing  tar  barrel,  oil  barrel,  and  so  forth). 

(3)  Rockets  or  shells  throwing  stars  of  any 
color  or  description,  fired  one  at  a  time,  at 
short  intervals. 

(4)  A  continuous  sounding  with  any  fog- 
signal  apparatus. 


206 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


SPECIAL  DISTANT  SIGNALS. 

Made  by  a  single  hoist  followed  by  the  STOP  signal.  Arranged 
numerically  for  reading  off  a  signal. 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


207 


h 

ft 


3  3  2  Enemy  is  closing  with  you, 
nr,  You  are  closing  with 
the  enemy. 

3  4  2  Keep  a  good  look-out,  as  it 
is  reported  that  enemy’s 
men-of-war  are  going  about 
disguised  as  merchantmen. 


1  2  Proceed  on  your  voyage. 


The  information  relative  to  the  In¬ 
ternational  Code  is  taken  from  the 
thirty-fifth  annual  list  of  the  merchant 
vessels  of  the  United  States  and  is 
published  by  the  Bureau  of  Naviga¬ 
tion,  Department  of  Commerce  and 
Labor. 


THE  FOLLOWING  DISTANT  SIGNALS  MADE  WITH  FLAG  AND  BALL,  OR  PENNANT  AND 
BALL,  HAVE  THE  SPECIAL  SIGNIFICATION  INDICATED  BENEATH  THEM 


IV 

You  are  running  into 

Fire,  or,  Leak;  want  im- 

F 

Short  of  provisions. 

ir 

Aground;  want  immedi- 

danger. 

mediate  assistance. 

Starving. 

ate  assistance. 

SEMAPHORES. 

There  are  many  semaphores  established  on 
the  French,  Italian,  Portuguese,  and  some  on 
the  Spanish  and  Austrian  coasts,  where  only 
the  International  Code  of  Signals  is  now  used. 
Where  practicable  these  semaphores  have 
means  of  communicating  by  telegraDh  with 
each  other  and  with  the  chief  metropolitan 
lines  and  foreign  stations. 

Passing  ships  are  able  to  exchange  commu¬ 
nication  with  the  semaphores,  and  when  re¬ 
quired  their  messages  are  forwarded  to  their 
destination  according  to  the  fixed  tariff.  On 
the  coasts  of  Great  Britain  there  are  signal 
stations  which  offer  the  same  facilities  to 
passing  vessels. 

BOAT  SIGNALS. 

The  Symbols  for  Boat  Signals  are — 

1.  Two  square  flags,  or  handkerchiefs,  or 
pieces  of  cloth. 

2.  Two  long  strips  of  cloth,  or  parts  of  a 
plank,  or  pieces  of  wood  longer  than  broad. 


3.  Two  balls  or  hats,  or  round  bundles,  or 
buckets. 

With  these  any  of  the  Distance  Signals  can 
be  made — holding  the  Symbol  at  arm’s 
length:  and  the  Signal  is  to  be  made  from 
right  to  left  and  read  from  left  to  right,  thus: 


Equivalent  to 
Ball  above  Pen¬ 
nant,  or,  “You 
are  running  into 
danger.’’ 


In  making  Boat  Signals  it  is  important  to 
use  only  the  proper  means  to  attract  atten¬ 
tion,  and  to  avoid  those  that  may  occasion 
confusion  or  misinterpretation. 


CYCLONES. 

[Pilot  Chart,  Hydrographic  Office.] 


"Rule  1. — If  the  squalls  freshen  without  any 
shift  of  wind,  you  are  on  or  near  the  storm 
track:  heave  to  on  the  starboard  tack  and 
watch  for  some  indications  of  a  shift,  observ¬ 
ing  the  low  clouds  particularly;  if  the  barom¬ 
eter  fall  decidedly  (say  half  an  inch)  without 
any  shift,  and  if  wind  and  sea  permit,  run  off 
with  the  wind  on  the  starboard  quarter  and 
keep  your  compass  course. 

“Rule  2— If  the  wind  shift  to  the  right,  you 
are  to  the  right  of  the  storm  track:  put  the 
ship  on  the  starboard  tack  and  make  as  much 
headway  as  possible  until  obliged  to  lie-to 
(starboard  tack). 


“Rule  3. — If  the  wind  shift  to  the  left,  you 
are  to  the  left  of  the  storm  track:  bring  the 
wind  on  the  starboard  quarter  and  keep  your 
compass  course-  if  obliged  to  lie-to,  do  so  on 
the  port  tack. 

“General  Rules,  Good  for  all  North¬ 
ern  Hemisphere  Storms. — In  scudding 
always  keep  the  wind  well  on  the  starboard 
quarter,  in  order  to  run  out  of  the  storm. 
Always  lie-to  on  the  coming-up  tack.  Use  oil 
to  prevent  heavy  seas  from  breaking  on 
board.” 


LIFE-SAVING  SIGNALS. 


The  following  signals  recommended  by  the 
late  International  Marine  Conference  for 
adoption  by  all  institutions  for  saving  life 
from  wrecked  vessels,  have  been  adopted  by 
the  Life-saving  Service  of  the  United  States: 

1.  Upon  the  discovery  of  a  wreck  by  night, 
the  life-saving  force  will  burn  a  red  pyro¬ 


technic  light  or  a  red  rocket  to  signify,  "You 
are  seen;  assistance  will  be  given  as  soon  as 
possible.” 

2.  A  red  flag  waved  on  shore  by  day,  or  a 
red  light,  red  rocket,  or  red  Roman  candle 
displayed  by  night,  will  signify,  “  Haul  away.” 

3.  A  white  flag  waved  on  shore  by  day,  or  a 


208 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


INTERNATIONAL  COMMERCIAL  CODE  SIGNALS — Continued. 


white  light  slowly  swung  back  and  forth,  or  a 
white  rocket  or  white  Roman  candle  fired  by 
night,  will  signify,  “Slack  away.” 

4.  Two  flags,  a  white  and  a  red,  waved  at 
the  same  time  on  shore  by  day,  or  two  lights, 
a  white  and  a'  red,  slowly  swTung  at  the  same 


time,  or  a  blue  pyrotechnic  light  burned  by 
night,  will  signify,  “Do  not  attempt  to  land 
i  n  your  own  boats;  it  is  impossible.” 

5.  A  man  on  shore  beckoning  by  day,  or 
two  torches  burning  near  together  by  night, 
will  signify,  “This  is  the  best  place  to  land.” 


THE  WEATHER  BUREAU. 


The  Weather  Bureau  furnishes, 
when  practicable,  for  the  benefit  of  all 
interests  dependent  upon  weather  con¬ 
ditions,  the  “Forecasts”  which  are  pre¬ 
pared  daily  at  the  Central  Office  in 
Washington,  D.  C.,  and  certain  des¬ 
ignated  stations.  These  forecasts  are 


telegraphed  to  stations  of  the  Weather 
Bureau,  railway  officials,  postmasters 
and  many  others,  to  be  communicated 
to  the  public  by  means  of  flags  or 
steam  whistles.  The  flags  adopted  for 
this  purpose  are  five  in  number,  and  of 
the  forms  and  colors  indicated  below  : 


EXPLANATION  OF  WEATHER  FLAGS. 


No.  t. 

White  Flag. 


No.  2.- 
Blue  Flag. 


'  ' 

■ 

Clear  or  fair 
weather. 

Rain  or 
Snow. 

No.  3. 

White  and  Blue 
Flag. 


No.  4. 

Black  Triangular 
Flag. 


No.  5. 

White  Flag  with  black 
square  In  center. 


Cold  Wave. 


When  number  4  is  placed  above 
number  1,  2  or  3  it  indicates  warmer; 
when  below,  colder ;  when  not  dis¬ 
played,  the  temperature  is  expected  to 


remain  about  stationary.  During  the 
late  spring  and  early  fall  the  cold- 
wave  flag  is  also  used  to  indicate  an¬ 
ticipated  frosts. 


LIST  OF  WEATHER  BUREAU  STATIONS  ON  THE  UNITED  STATES 
SEACOAST  TELEGRAPHIC  LINES. 


Atlantic  Coast. 

Nantucket,  Massachusetts. 

Narragansett  Pier,  Rhode  Island. 

Block  Island,  Rhode  Island. 

Norfolk,  Virginia. 

Cape  Henry,  Virginia. 

Currituck  Inlet,  North  Carolina. 

Kitty  Hawk,  North  Carolina. 

Hatteras,  North  Carolina. 

Sand  Key,  Florida. 

Pacific  Coast. 

Tatoosh  Island,  Washington. 

Neah  Bay,  Washington. 

East  Clallam,  Washington. 

Twin  Rivers,  Washington. 

Port  Crescent,  Washington 
North  Head,  Washington 
Point  Reyes  Light,  California. 

San  Francisco,  California. 

Southeast  Farallone,  California. 

Lake  Huron. 

Thunder  Bay  Island,  Michigan. 

Middle  Island,  Michigan. 

Alpena,  Michigan. 

Of  the  above  stations  the  following,  and 
also  Jupiter,  Florida,  are  supplied  with  Inter¬ 
national  Code  Signals,  and  communication 
can  be  had  therewith  for  the  purpose  of  ob¬ 


taining  information  concerning  the  approach 
of  storms,  weather  conditions  in  general,  and 
for  the  purpose  of  sending  telegrams  to  points 
on  commercial  lines: 

Nantucket,  Massachusetts. 

Block  Island,  Rhode  Island. 

Cape  Henry,  Virginia. 

Kitty  Hawk,  North  Carolina. 

Sand  Key,  Florida. 

Tatoosh  Island,  Washington. 

Hatteras,  North  Carolina. 

Neah  Bay,  Washington. 

Point  Reyes  Light,  California. 

Southeast  Farallone,  California. 

Any  message  signaled  by  the  International 
Code,  as  adopted  or  used  by  England,  France, 
America,  Denmark.  Holland,  Sweden,  and, 
Norway,  Russia,  Greece,  Italy,  Germany, 
Austria,  Spain,  Portugal,  and  Brazil,  re¬ 
ceived  at  these  telegraphic  signal  stations, 
will  be  transmitted  and  delivered  to  the  ad¬ 
dress  on  payment  at  the  station  of  the  tele¬ 
graphic  charge.  All  messages  received  from 
or  addressed  to  the  War,  Navy,  Treasury. 
State,  Interior  or  other  official  department 
at  Washington,  are  telegraphed  without 
charge  over  the  Weather  Bureau  lines. 


GENERAL  ALPHABETICAL  TABLE  FOR  MAKING  THE  INTERNATIONAL  CODE 
SIGNALS  BY  MEANS  OF  DISTANT  SIGNALS  BY  FIXED  SEMAPHORE. 


“Preparative,”  "Answering,”  2 

or  “Stop”  after  each  com¬ 
plete  signal. 

U 

Annul  the  Whole  Signal. 

•mm2 

1  1  2 

cz 

s’ 
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I  1 

2  12 

L=, 

S’ 

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S' 

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SPECIAL. 

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S' 

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!  1 

Code  Flag 

Sign. . 

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CZ 

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s. 

1  ‘ - 

Alphabet¬ 
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4  2  2  £- 

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1  3  t 

cz 

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s. 

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4 

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2  2  4 

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Sign. 

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Finishing  sign*  after 
completion  of  word  or 
number,  when  spelling 
or  making  numeral 
signals. 

i 

210 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


DISTANT 

1.  Distant  Signals  are  required  when,  in 
consequence  of  distance  or  the  state  of  the 
atmosphere,  it  is  impossible  to,  distinguish 
the  colors  of  the  flags  of  the  International 
Code,  and,  therefore,  to  read  a  signal  made 
by  those  flags;  they  also  provide  an  alter¬ 
native  system  of  making  the  signals  in  the 
Code,  which  can  be  adopted  when  the  system 
of  flags  can  not  be  employed. 

2.  Three  different  methods  of  making 
Distant  Signals  are  as  follows: 

(a)  By  Cones,  Balls,  and  Drums. 

(b)  By  Balls,  Square  Flags,  Pennants,  and 
Whefts. 

(c)  By  the  Fixed  Coast  Semaphore. 

The  last  method  (Fixed  Coast  Semaphore) 
is  not  necessarily  a  method  of  making  Distant 
Signals,  as  it  can  be,  and  is,  used  at  close 
quarters  and  under  conditions  when  flags 
could  equally  be  employed. 

To  simplify  the  "taking  in.”  ‘‘reporting,” 
and  “reading  off”  of  the  distance  signals,  the 
four  positions  of  the  semaphore  arms  and  the 
four  symbols  ha,ve  been  numbered  1,  2,  3,  4. 

1.  Representing  the  semaphore  arm  point¬ 
ing  upward  on  the  opposite  side  of  the 
indicator,  a  cone  with  the  point  up¬ 
ward,  or  a  square  flag. 

SUBMARINE  S 

Until  recent  times  the  sound  signals  gener¬ 
ally  used  to  guide  mariners,  especially  during 
fogs,  were,  with  certain  modifications,  sirens, 
trumpets,  steam  whistles,  bell  boats,  bell 
buoys,  whistling  buoys,  rockets,  gongs,  bells 
struck  by  machinery,  and  cannons  fired  by 
powder  or  gun  cotton.  In  connection  with 
all  these  implements  the  atmosphere  is  the 
medium  of  transmission  of  the  sounds  emitted 
from  the  sounding  apparatus;  but  it  is  a  char¬ 
acteristic  of  the  air  that,  in  contiguous  spaces 
of  the  atmosphere,  the  temperature,  humidity, 
and  pressure  vary  in  such  a  manner  as  to 
produce  a  state  which  bears  the  same  relation 
to  sound  as  cloudiness  does  to  light. 

The  mariner  has  long  since  learned  to  be 
exceedingly  cautious  about  depending  upon 
aerial  sound  signals,  even  when  near.  Ex¬ 
perience  has  taught  him  that  he  should  not 
assume  that  he  is  out  of  hearing  distance  of 
the  position  of  the  signal  station  because  he 
fails  to  hear  its  sound;  that  he  should  not 
assume  that  because  he  hears  a  fog  signal 
faintly  he  is  at  a  great  distance  from  it,  nor 
that  he  is  near  because  he  hears  the  sound 
lainly;  that  he  should  not  assume  that  he 
as  reached  a  given  point  on  his  course 
because  he  hears  the  fog  signal  at  the  same 
intensity  that  he  did  when  formerly  at  that 
point,  neither  should  he  assume  that  he  has 
not  reached  this  point  because  he  fails  to 
hear  the  fog  signal  as  lpudly  as  before,  or 
because  he  does  not  hear  it  at  all;  and  that  he 
should  not  assume  that  the  fog  signal  has 
ceased  sounding  because  he  fails  to  hear  it, 
even  when  within  easy  earshot. 

Water  is  a  less  mobile  medium  than  air, 
less  responsive  to  marked  variations  of  den¬ 
sity  arising  through  changes  in  temperature 
and  pressure,  and,  therefore,  less  subject 
to  variations  of  homogeneity  and  more 
reliable  as  an  agency  of  the  transmission  of 
sound  waves. 

As  early  as  1903,  the  United  States  Light- 


SIGNALS. 

2.  Representing  the  semaphore  arm  point¬ 

ing  horizontally  on  the  opposite  side 
of  the  indicator,  or  a  ball. 

3.  Representing  the  semaphore  arm  point¬ 

ing  downward  on  the  opposite  side  of 
the  indicator,  a  cone  with  the  point 
downward,  or  a  pennant. 

4.  Representing  the  semaphore  pointing 

horizontally  on  the  same  side  as  the 
indicator,  a  drum,  or  a  pennant  with  a 
fly  tied  to  the  halyards,  or  a  wheft. 

Example  of  a  signal  made  by  fixed  sema¬ 
phore  or  by  distant  signals.  The  signal  D  N  I 
according  to  the  international  code  means 
“Pilot  boat  is  advancing  toward  you.” 

Example  of  a  special  distant  signal.  2  4  1 
in  the  table  of  special  distant  signals  stands 
for  “Cannot  distinguish  your  flags.  Come 
nearer  or  make  distant  signals.” 

Signals  used  at  Lloyd  Signal  Stations. 

This  signal  indicates  that  the  station  at 
which  it  is  hoisted  is  temporarily  closed  and 
no  communication  can  be  held. 

This  signal  indicates  that  telegraphic 
communication  is  interrupted  and  that 
messages  can  not  be  forwarded  by  telegraph, 
but  will  be  forwarded  by  other  means  as  soon 
as  possible.  (See  illustrations,  page  212). 

UND  SIGNALS. 

House  Establishment  furnished  the  light- 
vessels  at  Boston,  Nantucket,  Fire  Island, 
and  Sandy  Hook  with  submarine  fog  bells. 
The  equipment  consisted  of  a  bell  with  strik¬ 
ing  mechanism  actuated  by  compressed  air, 
suspended  at  a  depth  of  30  feet  or  so  beneath 
the  surface  of  the  sea  from  a  davit  at  the  side 
of  the  vessel;  a  small  and  compact  air  com¬ 
pressor  driven  by  a  kerosene  engine  or  by 
steam  from  the  boilers  of  the  lightvessel,  for 
the  purpose  of  furnishing  power  to  operate 
the  bell;  aud  a  code  ringer  also  conhected 
with  the  compressor  engine,  and  adapted 
automatically  to  control  the  strokes  of  the 
bell  so  as  to  cause  its  ringing  to  send  out  the 
code  number  of  the  lightvessel. 

The  sound  waves  going  out  from  the  light- 
vessels  below  the  surface  of  the  sea  could  be 
heard  for  a  distance  of  some  miles  by  passing 
ships  equipped  with  microphones  to  receive 
submarine  sound  signals.  These  sound 
receivers  are  located  inside  of  the  hulls  of 
ships  below  the  water  line,  and  connected 
with  the  chart  room  or  bridge  by  a  telephone 
circuit.  On  either  side  of  the  forehold  there 
is  fitted  a  small  tank  on  the  inside  of  the  skin 
of  the  ship,  without  cutting  the  plating  or 
making  any  alteration  whatever  in  the  hull 
of  the  vessel.  A  small  opening  in  the  top 
permits  the  introduction  into  the  tank  of  a 
dense  liquid  in  which  the  receiving  micro¬ 
phones  are  suspended.  By  listening  at  the 
telephone,  whose  circuit  includes  both  the 
port  and  starboard  microphones,  and  switch¬ 
ing  the  instrument  from  the  starboard  to  the 
port  microphone  and  back  again,  the  tones 
of  the  lightvessel’s  submarine  beil  could  be 
heard  on  coming  in  range  of  it.  If  the  tone 
was  louder  on  the  starboard  side  than  on  the 
port,  the  mariners  would  know  that  the  light¬ 
vessel  was  on  his  starboard  side,  and  if  the 
tone  was  exactly  the  same  in  both  micro¬ 
phones,  he  would  know  that  the  lightvessel 
was  dead  ahead. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


211 


Equally  effective  as  aids  to  navigation  are 
the  submarine  bells  that  have  been  fitted  to 
buoys,  where  they  are  worked  by  the  motion 
of  the  sea,  and  those  that  have  been  suspend¬ 
ed  from  tripods  on  the  sea  bottom,  where 
they  are  controlled  electrically  from  shore 
stations  and  serve  to  give  warning  of  dangers 


or  to  mark  turning  points  along  the  routes  of 
commerce. 

Many  of  the  lightvessels  and  buoys  in 
European  waters  have  been  similarly  furnished 
with  these  bells,  and  they  have  been  likewise 
established  in  the  region  of  the  Gulf  of  St. 
Lawrence. 


COMPLETE  LIST  OF  SUBMARINE  SIGNAL  STATIONS 


UNITED  STATES 

Lightships 

Atlantic  Coast 
Cape  Elizabeth 
Boston 

Pollock  Rip  Shoal 
Pollock  Rip 
Great  Round  Shoal 
Nantucket  Shoal 
Hedge  Fence 
Vineyard  Sound 
Brenton  Reef 
Cornfield  Point 
Fire  Island 
Ambrose  Channel 
North  East  End 
Five  Fathom  Bank 
Overfalls 

Fenwick  Island  Shoal 
Winter  Quarter  Shoal 
Cape  Charles 
Tail  of  the  Horseshoe 
Thirty-five  Foot  Channel 
Diamond  Shoal 
Cape  Lookout  Shoal 
Frying  Pan  Shoal 
Brunswick  Bar 

Golf  of  Mexico 
South  Pass 
Heald  Bank 


CANADA 

Lightships 

St.  Lawrence  River 
Red  Island 
White  Island 
Lower  Traverse 
White  Island 

Gulf  of  St.  Lawrence 
Anticosti 
Nova  Scotia 
Lurcher  Shoal 
Electric  Shore  Stations 
Nova  Scotia 
Louisburg 

Chebucto  Head,  Halifax 
Cape  Forchu,  Yarmouth 
New  Brunswick 

Negro  Head,  St.  John 

ENGLAND 

Lightships 

Outer  Dowsing 

Tongue 

East  Goodwin 

Royal  Sovereign 

Bar 

North  West 
Outer  Gabbard 
Owers 
Shambles 


EN  GL  AN  D-Continued 

Lightships 

Spurn 

Nab 

Kish 

St.  Governs 
Coningbeg  (oil  order) 

Daunt  Rock 
Shore  Stations 

Lizard 

Queenboro  Pier 
North  Stack 
Holyhead  Pier 
Hell  Buoys 

Wolf  Rock 

GERMANY 

Lightships 

Amrumbank 
Elbe  I 
Weser 
Aussenjade 
Norderney 
Borkumriff 
Ausseneider 
Gabelsflach 
Fehmarn  Belt 
Adlergrund 
Buoys 

Sassnitz 

SPAIN 

Electric  Shore  Stations 
Tarifa 

FRANCE 

Lightships 

Sandettic 
Bell  Buoys 
Havre 
Tenders 

North  Hinder 

Cherbourg  (North  German  Lloyd) 
Boulogne  sur  Mer  (Holland  America) 

HOLLAND 

Lightships 

Terschellinger  Bank 

Haaks 

Maas 

Schouwen  Bank 
Shore  Stations 

Vlissingen  Pier 

BELGIUM 

Lightships 

Wandelaar  Bank 
Wielinger  Channel  (on  order) 

N.  Hinder 
W.  Hinder 

DENMARK 

Lightships 

Gjedser 

SWEDEN 

Lightships 

Trelleborg 

Trelleborgnead 


212 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


NIGHT  SIGNALS  OF  TRANSATLANTIC  LINES. 


Allan. — Three  blue  lights,  forming 
a  triangle,  apex  upward,  in  mizzen 
rigging,  followed  by  red  light,  Liver¬ 
pool  ;  when  followed  by  blue  light, 
Glasgow. 

American. — One  blue  pyrotechnic 
light  forward,  one  red  pyrotechnic 
light  amidships,  and  one  blue  pyro¬ 
technic  light  aft,  fired  simultaneously. 

Anchor. — Red  and  white  lights, 
alternately. 

Atlantic  Transport. — Green,  white 
and  red  balls,  repeated,  from  Roman 
candles. 

Canadian  Pacific  Railway  Company. 
— Red  pyrotechnic  light  at  bow  and 
stern,  yellow  amidship,  followed  by 
blue,  Liverpool. 

Canard. — Blue  light  and  two  Ro¬ 
man  candles,  each  throwing  six  blue 
balls  in  quick  succession. 

Dominion. — Roman  candle  throwing 


six  red  stars,  at  intervals  of  five  sec¬ 
onds. 

French. — White,  blue,  white,  red 
light. 

H  a  m  b  u  rg-A  merica  n . — R  ed ,  white, 

blue  lights,  followed  by  red  light. 

Holland- America. — Green  lights,  one 
fore,  one  aft,  and  one  Roman  candle 
throwing  six  red  stars,  all  simul¬ 
taneously. 

Leyland. — Red  pyrotechnic  lights, 
three  singly,  in  rapid  succession. 

North  German  Lloyd. — Blue,  red 
lights,  two  burned  simultaneously,  one 
fore,  one  aft. 

Red  Star. — Red  light  forward,  one 
on  bridge,  one  aft,  simultaneously. 

White  Star. — For  New  York  ser¬ 
vices,  two  green  lights  simultaneously. 
For  Boston  services,  same,  preceded 
and  followed  by  red  pyrotechnic  light. 


4 

Indicator 

DISTANT  SIGNALS 
See  page  210 


LLOYD’S  SIGNALS 
See  page  210 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


213 


214 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


215 


216 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


THE  MORSE  TELEGRAPH  CODE. 
(Used  in  the  United  States.) 


l - n - n - o-  -  p - o - a-  —  s - r —  u - v - 


PERIOD - - COMMA - COLON  (M.O.) - -  -  SEMICOLON - 

OR  (S.  / ) - - 

INTERROGATION - EXCLAMATION - PARAGRAPH - 

PARENTHESIS - - OR  AT  BEGINNING  (P.  N.)-  -  -  -  —  -  -  OR  AT  END  (p.Y.)  —  — - -  —  —  - 

QUOTATION - OR  AT  BEGINNING  (Q  n) - - O  R  AT .  E  N  D  (a .  J.J 

QUOTATION  WITHIN  QUOTATION  (Q.x)~ - - DASH  (o.  X.) - -  -  -  —  «!• 

UNDERLINE —  -  —  -  —  —  OR  AT~BE  GINNING  (u-X.) - —  — —  -  —  OR  AT  END  (u.J.) - - - 

HYPHEn(h.X.)~  - - - DOLLAR  SIGN  (s.  X.) - - -  DECIMAL  POINT - 


THE  INTERNATIONAL  TELEGRAPH  CODE. 

(The  Cable  Code.) 

did  opted  at  London  '7903 

h - l -  m - n - ?i - a - 

a - p - - ^ - -  -  r - -  s  — t t4  —  — 

6 -  7 - ? - 9 - O - 

Bar  for  fraction  -  -  -  -  ■  -  period  —  —  —  -  -  —  semicolon -  —  —  —  —  - 

COMMA,  —  -  —  -  —  -  COLON  -  -  -  —  —  —  fN  TERROGA  T ION  —  —  -  —  —  —  EQUAL  —  -  —  -  - 

EXCLAMATION - -  HYPHEN  OR  DASH -  PAR  E  NT  HE  SlS - 

Quotation  —  —  -  —  underline  —  —  —  error —  —  —  —  —  —  —  —  cross  —  — x,—  —  - 

INVITA  T  ION  TO  TRANSMIT  — —  —  -  WAIT - —  —  - 

Short  Code  used  only  in  repetitions  and  in  leer l  written  entirely  in fiyurPS 


0 


0AR  FOR  FRACTION 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI 


217 


LARGEST  STEAMSHIP  OWNERS  IN  THE  WORLD. 


Owners  of  over  100,000  gross  tons  in  order  of  tonnage. 


Lines. 

Head  Office. 

Total 

Tonnage 

Over 

20 

Knots 

20 

Knots. 

Under 

12 

Knots. 

19 

18  17 

16  15 

14 

13 

12 

Hamburg-Amer. .  . 

Hamburg . 

911,279 

•  1 

1 

2 

3 

5 

4 

7 

14 

40 

89 

Norddeutscher  Lid 

Bremen . 

752,000 

4 

i 

i 

5 

15 

9 

20 

25 

114 

White  Star . 

Liverpool . 

461,000 

1 

2 

i 

5 

4 

1 

11 

1 

4 

Brit.  Ind.  St.  N.Co. 

London . 

453,000 

2 

4 

4 

8 

5 

24 

64 

P.&  O. Steam  N  .Co. 

London . 

400,000 

2 

i 

l 

14 

3 

7“ 

3 

16 

2 

6 

Liverpool . 

350,000 

1 

3 

5 

53 

Elder,  Dempster  & 

Co . 

Liverpool . 

346,000 

1 

2 

3 

6 

11 

16 

74 

Furness-Withy  Co. 

Ltd 

West  Hartlepool 

344,000 

5 

8 

97 

Liverpool . • .  .  . 

312,000 

2 

3 

6 

25 

44 

Compagnie  Gene- 

rale  Trans . 

Paris . 

309,000 

3 

1 

l 

9 

4 

6 

5 

2 

10 

36 

Nippon  Y  usen 

Tokio . 

307,000 

1 

9 

10 

23 

5 

31 

Messageries  Mari- 

Paris . 

295,000 

10 

4 

1 

23 

27 

London . 

294,000 

9 

2 

3 

3 

13 

i  i 

Navigazione  Gen. 

293,000 

3 

5 

7 

5 

22 

17 

50 

Bremen . 

250,000 

52 

249,000 

6 

9 

10 

n 

Austrian  Lloyd. .  .  . 

Trieste . 

242,000 

2 

3 

3 

9 

13 

12 

30 

217,000 

28 

10 

5 

Cunard . 

Liverpool . 

216,000 

4 

2  2 

2 

1 

3 

1 

5 

Royal  Mail  S.P.  Co 

London . 

212,000 

17 

1 

2 

6 

24 

211,000 

4 

3 

14 

12 

Clan . 

Glasgow . 

203,000 

19 

30 

197,000 

9 

1 

1 

5 

33 

Can.  Pacific  Itail’y 

Montreal . . 

193,000 

_2 

2 

5 

3 

7 

12 

32 

Hull . 

191,000 

1 

5  11 

9 

69 

Hamburg . 

186,000 

*  ' 

16 

22 

183,000 

9 

10 

3 

1  s 

1  1 

Paris . 

160,000 

5 

i 

1 

10 

10 

Deutsch-Austral- 

158,000 

3G 

Union  S.S.  Co.  of 

N.  Zealand . 

Dunedin . 

157,000 

1 

1 

1 

2 

5 

8 

6 

9 

31 

Allan . 

Glasgow . . 

156,000 

2 

2 

3 

1 

3 

6 

10 

Forenede  Damps- 

150,000 

5 

3 

2 

5 

2 

105 

150,000 

48 

133,000 

40 

Anglo-American 

Oil  Co  ,  Ltd  .... 

128,526 

30 

125,000 

1 

1 

4 

6 

124,000 

4 

1 

3 

8 

Red  Star . 

Antwerp . 

123,000 

3 

9 

9 

Newc’tle-on-Tyne. 

121,000 

2 

28 

New  Zealand  Ship- 

ping  Co . 

118,000 

1 

9 

2 

5 

Osaka  S.  K„  Ltd. 

115,000 

2 

9 

89 

Anchor . 

114,000 

2 

1 

i 

4 

7 

6 

Booth.. 

114,000 

1 

4 

3 

6 

22 

St.  Ives . 

113,000 

37 

Bucknall  S.S. Lines 

Ltd . . 

1  London . 

112,000 

3 

12 

13 

Anglo-Saxon  Pe- 

110,000 

30 

Rotterdam . 

108,000 

7 

4 

8 

Newc’tle-on-Tyne. 

107,000 

Nederland  Line 

Amsterdam . 

106,000 

.  .  .  .  1 

1 

4 

i7 

*3 

•*-> 

o 

Eh 

166 

195 

30 

111 

56 

62 

113 

110 

79 

77 

79 

65 

41 

109 

52 

42 

72 

43 

10 

50 

33 

49 

42 

63 

95 

38 

44 

27 

36 

64 

27 

122 

48 

40 

30 

12 

16 

14 

37 

17 

100 

20 

36 

37 

28 

30 

19 

31 

23 


21s 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


219 


NUMBER  AND  NET  AND  GROSS  TONNAGE  OF  STEAM  AND  SAILING 
VESSELS  OF  OVER  100  TONS,  OF  THE  SEVERAL  COUNTRIES 
OF  THE  WORLD,  AS  RECORDED  IN  LLOYD’S  REG¬ 
ISTER  FOR  1909-10. 


Steam. 

Sail. 

Total. 

Flag. 

Num¬ 

ber. 

Net  tons. 

Gross  tons. 

Num¬ 

ber. 

Net  tons. 

Num¬ 

ber. 

Tonnage. 

British: 

United  Kingdom . 

8,419 

1,339 

10,027,813 

722,761 

16,472,602 

1,230,112 

1,072 

735 

905,334 

218,394 

9,491 

2,074 

17,377,936 

1,448,506 

Total . 

9,758 

10,750,574 

17,702,714 

1,807 

1,123,728 

11,565 

18,826,442 

American  (United  States) 

1,106 

1,059,012 

1,618,508 

1,793 

45 

1,172,774 

112,469 

6,237 

2,899 

2,791,282 

538 

1,520,961 

2,005,807 

38,017 

583 

2,118,276 

Philippine  Islands. .  .  . 

81 

23,639 

27 

108 

44,254 

Total . 

1,725 

2,603,602 

3.662.332 

1,865 

1,291,480 

3,590 

4,953,812 

197 

77,647 

128,544 

80 

29,556 

277 

158,100 

347 

465,172 

744,676 

9 

5,481 

356 

750,157 

152 

171,960 

268,459 

4 

3,296 

156 

271,755 

317 

137,902 

222,110 

79 

20,705 

396 

242,815 

95 

68,268 

106,857 

51 

40,570 

146 

147,427 

60 

48,402 

75,258 

60 

75,258 

55 

38,726 

61,832 

7 

1,343 

62 

63,175 

558 

398,238 

677,098 

312 

65,060 

870 

742,158 

Dutch . 

503 

564,903 

904,536 

98 

37,704 

601 

942,240 

French . 

884 

836,617 

1,445,976 

625 

447,617 

1,509 

1 ,893,593 

German . 

1,808 

2,379,36/ 

3,889,046 

363 

377,667 

2, 17  I 

4,266,713 

287 

304,430 

484,193 

122 

32,428 

409 

516,621 

5 

2,017 

3,387 

5 

3,387 

Italian . 

437 

584,209 

961,132 

663 

358,785 

1,100 

1,319,917 

Japanese . 

861 

729,546 

1,150,858 

4 

1,942 

865 

1,152,800 

Mexican . 

46 

17,533 

29,072 

20 

4,363 

66 

.3.3,435 

Norwegian . 

1,292 

841,427 

1,388,423 

833 

605,20 1 

2,125 

1,993,624 

Peruvian . 

14 

6,968 

10,919 

•  47 

21,174 

61 

32,093 

75 

42,988 

69,878 

129 

36,104 

204 

105,982 

23 

16,702 

32,448 

1 

285 

24 

32,  /  33 

708 

450,790 

760,785 

638 

211,612 

1,346 

•  972,397 

5 

2,253 

3,717 

5 

3,717 

10 

7,122 

11,464 

10 

11,464 

479 

420,579 

686,875 

80 

23,143 

559 

710,018 

Swedish . 

960 

463,729 

774,288 

543 

148,510 

1,503 

922,798 

174,744 

Turkish . 

143 

69,833 

112,849 

-  188 

61,895 

331 

U  ruguayan . 

48 

44,670 

71,616 

26 

17,722 

74 

89,338 

Venezuelan . 

9 

2,172 

3,939 

9 

1,282 

18 

5,221 

Other  countries:  Bulga¬ 
ria,  Colombia,  Costa 
Rica,  Ecuador,  Egypt, 
Honduras,  Liberia, 

Nicaragua,  Oman, 
Panama,  Persia,  Sal¬ 
vador,  Samos,  Zanzi¬ 
bar,  etc . 

\ 

48 

16,422 

27,821 

28 

8,012 

76 

35,833 

Total . 

21,909 

22,564,768 

1  36,473,102 

8,631 

4,976,665 

30,540 

41,449,767 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


220 


(1) 

(2) 


Date 


1833 

1838 


1840 

1849 

1854 

1856 


1858 


1856 

1862 


1845 

1850 

1858 

1868 

1869 

1871 

1873 

1874 

1875 
1879 
1882 

1883 


1879 

1881 


1884 


1886 


1888 

1889 

1890 

1892 

1893 

1895 

1897 

1899 

1900 

1901 

1902 

1903 

1904 

1907 


FROM  STEAM  PACKET  TO  STEAM  PALACE. 


Wood  Paddle-boats.  (3)  Iron  Screw  Steamers.  (5)  Steel  Twin-Screw  Steamers, 

Iron  “  (4)  Steel  “ 


Name  of  Steamer. 

Owners. 

Remarks. 

Royal  William.  .  .(1) 
Sirius . 

Quebec  &  HalifaxS.N.Co.  -j 

British  and  Amer.S.N.Co.  . 
Great  Western  S.N.Co.  .  .  . 

Transatlantic  SS.  Co . 

Cunard  Line . 

Collins  “  . 

From  Pictou  (N.S.),  1st  to  cross  the 
Atlantic. 

From  Cork,  1st  departure  from  U.  K. 

“  Bristol,  1st  built  for  Atlantic. 
Liverpool,  1st  departure. 
Liverpool,  1st  carriedBritish  mails. 
New  York,  1st  carried  U.S.  mails. 
Glasgow,  1st  steamer  of  Line. 

1st 

“  Hamburg, 1st  “ 

Last  Sailing  of  Line. 

From  Bremen  to  New  York. 

Great  Western . 

Royal  William . (2) 

Britannia . 

Atlantic . 

Adan  “  . 

Borussia . 

Hamburg-American  Line  . 
Coilins  Line . 

Bremen . 

Norddeutscher  Lloyd . 

Persia . (2) 

Scotia . 

Cunard . 

1st  Cunard  iron  paddle  steamer. 

Last 

Great  Britain.  .  .  .  (3) 

City  of  Glasgow . 

Great  Eastern.  .  .  . 

Italy . 

City  of  Brussels.  ... 
Oceanic  (1st) . 

Great  Western  S.N.Co.  .  .  . 

Inman  Line . 

East. anil  Australian  SS. Co. 

National  Line . 

Inman  “  . 

1st  Atlantic  iron  screw  steamer. 

1st  to  carry  steerage  passengers. 
Paddle  wheels  and  propeller. 

1st  Atlantic  ss.  with  comp,  engines. 

1st  “  “  “  steam  steering  gear. 

1st  with’midship  saloon,  &c. 

1st  sailing  of  Line  to  Liverpool. 

1st  to  exceed  5,000  tons,  Great  Eastern 
1st  with  electric  light.  [excepted. 

Watertight  compartments  floated  her. 
1st  ‘‘ocean  greyhound.” 

Sunk  outside  New  York;  every  one 
saved  by  N.  D.  Lloyd  ss.  Fulda. 

White  Star  Line . 

American  “  . 

White  Star  “  . 

City  of  Berlin.  . .  . 

Inman  “  . 

Guion.  .  “  . 

Oregon . 

j  “  “  (1) . 1 

)  Cunard  “  (2) . ( ‘ 

Buenos  Ayrean.  .  (4) 
Servia . 

City  of  Rome . 

America . 

J  Umbria . { 

|  Etruria . f 

A  Her . 

Allan  Line . 

Cunard  “  . 

J  Inman  (1)  Line . ( 

1  Anchor(2)  “  . j 

National  “  . 

Cunard  . 

Norddeutscher  Lloyd . 

1st  Atlantic  steel  steamer.* 

1st  Cunard 

Fitted  with  three  funnels. 

1st  and  last  express  ss.  of  Line. 

1st  with  20  knots  speed. 

1st  triple-expansion  express  ss.f 

\  City  of  NewYork(5) 

Inman  &International(  1)  f 
American  Line  (2)  . j 

1st  twin-screw  ocean  expresses,  t 

1st  to  exceed  10,000  tons, G.E. excepted 

Designed  as  mercantile  cruisers. 

1st  under  6^  days  from  Southampton. 
Record  Havre  to  New  York,  6}  days. 
Lucania:  highest  day’s  run  562  knots. 
Liverpool  to  New  York  records. 

Largest  express  steamers  ever  built  in 
America. 

Record  day’s  run,  580  knots.  [tons. 
Balanced  engines,  1st  to  exceed  15,000 
Fastest  ocean  steamer  in  the  world. 
1st  to  exceed  20,000  tons. 

Largest  express  steamer  in  the  world. 
Largest  ss.  in  the  world — -726x76x49. 
1st  fitted  with  turbine  engines. 

Largest  and  fastest  in  world.  Fitted 
with  turbine  engines.  Record  day’s 
run,  Mauretania,  673  knots. 

)  Teutonic . 1 

1  Majestic . 1 

White  Star  Line . 

Hamburg-American  lane  . 
Compagnie  Generale  Trans. 
Cunard  Line .  I 

American .  t 

Norddeutscher  Lloyd.  .  .  . 

White  Star  Line . 

Hamburg-American  Line.. 

White  Star  Line . 

Norddeutscher  Lloyd . 

Norddeutscher  Lloyd . 

White  Star  Line . 

La  Touraine . 

1  Campania . 1 

1  Lucania . f 

/  St.  Paul . ) 

1  St.  Louis . J 

KaiserWilhelm  d.Gr. 
Oceanic . 

Celtic . 

Kronprinz  Wilhelm 
Kaiser  Wilhelm  II.  . 

Allan  Line . 

Lusitania . 

Cunard  Line . 1 

“  “  . J 

*  Union  Co.  of  N.Z.’s  Rotomohana,  1,763  tons,  was  first  ocean  steel  ss..  1879. 
t  Martello,  2,432  tons,  of  Wilson  Line,  was  first  Atlantic  cargo  triple-expansion  ss.,  1884. 
j  Notting  Hill,  3.921  tons,  of  Twin  Screw  Cargo  Tine,  came  out  so  engined,  1881. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


221 


FROM  STEAM  PACKET  TO  STEAM  PA  LA  CE — Continued  ■ 


Reduction  of  Passage. 

Days.  Tons. 

1862.  Under  9  from  Queenstown.  Scotia .  3,871 

1869.  “  8  “  “  City  of  Brussels. .. .'. .  3.081 

1882.  “  7  “  “  Alaska .  6,400 

1889.  “  6  “  “  City  of  Paris . 10,669 

1S94.  “  5H“  “  Lucania . 12,950 

1897.  “  6  “  Southampton.  Kaiser  Wilhelm  der  Grosse . 14,349 

1903.  “  5  ‘-4  “  Cherbourg.  Deutschland . 16,502 

1909.  4d.  10 h.  51  m.  from  Queenstown.  Mauretania .  32,000 


Progress  in  Length. 
Feet 


1838. 

1st 

to  exceed  . 

. 200 

1845. 

it 

. 300 

1858. 

. 680 

1871. 

•  t 

(t 

. 400 

1881. 

a 

. 500 

1893. 

“ 

. 600 

1899. 

“ 

. 700 

1904. 

ti 

“ 

. 725 

1907. 

t  4 

;4 

. 790 

Tons. 

Great  Western .  1,340 

Great  Britain .  2,084 

Great  Eastern . 18,918 

Oceanic  (1) . 3,807 

Servia .  7,392 

Campania . : . 12,952 

Oceanic  (2) . ' . 17,247 

Baltic .  23,000 

Mauretania .  32,000 


OCEAN  STEAMERS.  20  Knots  and  over.  In  order  of  Tonnage. 


Built 

in 


N  ames. 


1907 


Mauretan  a 


Owners. 


Gross 

Tons. 


Cunard 


32,000 


1907 

1908 
1902 

1899 

1900 

1901 
1897 
1893 
1893 

1897 
1900 
1900 
1895 
1895 
1888 

1889 

1890 

1889 

1890 
1884 
1884 

1898 
1898 
1898 
1898 


Lusitania . 

Kronprinzessin  Cecilie  .  . 

Kaiser  Wilhelm  II . 

Oceanic . 

Deutschland . 

Kronprinz  Wilhelm . 

Kaiser  Wilhelm  der  Grosse 

Campania . 

Lucania . 

Kaiser  Friedrich  . 

La  Lorraine .  I 

La  Savoie .  \ 

St.  Louis . | 

St.  Paul . t 

New  York . 

Philadelphia  (ex  Paris) .  .  . 

Majestic.  .  ' . 

Teutonic . 

Kaiserin  Maria  Theresa.  .  . 

Umbria . 

Etruria . 

Moskva . 

Smolensk . 

Isis .  1. 

Osiris . \ 


N.  D.  Lloyd . 

N.D.  Lloyd . 

White  Star . 

Hamburg-American 
N.  D.  Lloyd . 

Cunard . 

F.  Schichau . 

Com.  Gen.  Trans.-.  . 

International  Mer-  I 
cant  ile  Marine.  Co.  | 


White  Star . 

N.  D.  Lloyd. !  ! 
Cunard . 

Russ.  Vol.FIt. Assoc. 


P.  &  O. 


32,500 

19,503 

19.360 

17,274 

16.502 

14.908 

14.349 

12,950 

12,950 

12,480 

11,869 

11,864 

11,629 

10,798 

10,786 

10,147 

9,984 

8,278 

8,128 

8,120 

7,297 

7,270 

1,728 


Dimen¬ 

sions. 

Spd. 

Builders. 

790x88x77 

r 

26  | 
l 

Swan&  H’nter 
and  Wigham 
Richardson, 

785x88x77 

26 

Ltd. 

Clydebank. 

685x72x40 

234 

Stettin  V.  Co. 

678x72x38 

231 

StettinV.  Co. 

685x68x44 

21 

Harland  &  W. 

662x67x40 

234 

Stettin  V.  Co. 

640x66x43 

23 

“ 

627x66x35 

224 

“ 

601x65x37 

22 

Fairfield. 

581x63x44 

22 

Schichau. 

563x60x35 

20 

Owners. 

535x63x37 

21 

Cramp&Sons. 

527x63x22 

20 

Clydebank. 

565x58x39 

20 

Harland&W. 

528x51x36 

20 

Stettin  V.  Co. 

501x57x38 

20 

Fairfield. 

487x58x26 

20 

Clydebank. 

300x37x17 

20 

Caird  <fc  Co. 

The  following  is,  in  brief,  the  terms  under 
which  the  Cunard  Line  built  the  “Maureta- 
ia”  and  “Lusitania”: 

In  August,  1903,  an  agreement  was  made 
with  the  British  Government  by  which  the 
Cunard  Co.  were  to  build  two  new  steamers, 
to  be,  with  all  other  Cunard  ships,  at  the  dis¬ 
posal  of  the  Admiralty  for  hire  or  purchase 
whenever  they  may  be  required,  the  Govern¬ 
ment  lending  the  company  £2,600,000  to 
build  the  ships  and  granting  them  a  subsidy 
of  £150,000  a  year 


Consul  Joseph  G.  Stephens  writes  that  last 
year  544  mail  and  ocean  passenger  steamers 
called  at  Plymouth,  England,  to  land  or  em¬ 
bark  25,959  passengers,  178,242  bags  of  mail, 
and  specie  valued  at  $35,576,728,  as  com¬ 
pared  with  566  steamers  which  dealt  with  over 
25,900  passengers,  1S5.712  bags  of  mail,  and 
specie  valued  at  $32,820,927  in  1908.  The 
fewer  number  of  steamers  was  largely  due 
to  the  decreased  tonnage  employed  in  the 
Atlantic  service  and  the  withdrawal  of  the 
Royal  Mail  Company’s  Mexican  steamers. 


222 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


VESSELS  10,000  TONS  AND  OVER.  Speed  under  20  Knots. 


Owners  and  Steamers. 

Speed. 

Under 
11,000  Tons. 

11,000  Tons 
to  under 
12,000  Tons. 

12,000  Tons 
and  above 

Hamburg- American  Line — 

Amerika,  Kaiserin  Auguste  Victoria, 
Cleveland,  Cincinnati . 

17 

4 

Hamburg  (16),  Bluecher  (16)i),  Moltke. 

15 

1 

2 

President  Grant,  President  Lincoln.  .  . 

14 

2 

Patricia,  Pennsylvania,  Graf  Waidersee.. 

13  X 

3 

Batavia,  Bulgaria,  Pretoria . 

12 

2 

1 

N orddeutscher  Lloyd — Prinzess  Alice . 

16 

i 

1 

Bremen,  Barbarossa,  Fried,  der  Grosse, 
Konigin  Luise  . 

15K 

4 

Prinzess  Irene,  Konig  Albert . 

15 

2 

Grosser  Kurfiirst . 

14 

i 

Main,  Rhein . 

13  )4 

2 

Holland- America  Line — Rotterdam  . 

17 

1 

New  Amsterdam,  Statendam,  Potsdam, 
Ryndam,  Noordam . 

15 

1 

4 

Pacific  Mail  St’mship  Co. — Korea,  Siberia 

18 

2 

Mongolia,  Manchuria . 

16 

2 

United  S.S.  Co.  of  Copenhagen  —  United 

States,  Hellig  Olay . 

Great  Northern  S.S.  Co.  of  U.  S. — Minne¬ 
sota  (21,000  tons) . 

16 

14)4 

2 

i 

Red  Star  Line — Vaderland . 

16 

i 

International  Mercantile  Marine — Fin¬ 
land,  Kroonland . 

16 

2 

International  Navigation  Co. — Zeeland . 

16 

i 

Haverford,  Merion . . 

14 

2 

British — Malwa,  Mantua,  Morea  P.  &  O.  Co. 

18)4 

3 

Macedonia,  Marmora. 

18 

2 

Briton,  Saxon,  Wahner 

Castle . Union-Castle  Line 

17  'A 

2 

i 

Armadale  Castle, Kenil¬ 
worth  Castle . 

1  i  }/* 

2 

Adriatic  (24,541  tons)  White  Star 

18 

\ 

Celtic,  Cedric,  Baltic, 

Laurentic,  Megantic 

17 

5 

Arabic . 

16 

1 

Victorian,  Virginian...  Allan 

18 

2 

Grampian,  Hesperian 

15 

2 

Tunisian,  Corsican.  .  . 

16 

1 

i 

Ivernia,  Saxonia,  Car- 

pathia . Cunard 

15)4 

1 

2 

Garmania . 

18 

I 

Slavonia  (14  )4),  Ultonia  (13),  Caronia 
(20,000  tons) . 

18 

2 

i 

Cymric . White  Star  Line 

15 

i 

Winefredian,  Devonian  Leyland 

Georgic,  Athenic,  Cor- 

inthic,  Ionic . White  Star  “ 

14)4 

13 

2 

1 

3 

Afric,  Medic,  Persic, 

Runic,  Suevic . 

12  'A 

5 

Romanic,  Canopic.  .  . 

16 

2 

Cretic . 

16 

i 

Minneapolis,  Minne-  Atlantic  Trans- 
haha .  port  Line . 

16 

2 

Minnetonka,  Minne-  Atlantic  Trans- 
waska .  port  Line . 

16 

2 

Amazon,  Araguaya,  Avon,  Asturias 
Royal  Mail . 

15 

2 

i 

i 

Cairo, Heliopolis, Egvpt'nMail  S.S. Co. Ltd 

19)4 

2 

Pericles . Geo.  Thompson  Co..  Ltd 

15 

1 

Orcomo . Pacific  S.  N.  Co.  .  . 

16)4 

1 

Orsova,  Orvieto,  Osterley,  Otway 

Orient  Line  . 

18 

4 

Totals . 

33 

22 

51 

N.  B. — Of  the  268  steamers  under  construction  in  Great  Britain,  Sept.  30,  1909,  129  were 
above  2,000  tons  each;  of  these,  24  exceeded  6,000  tons  each,  8  were  not  less  than  10,000  tons 
each,  3  exceeded  12,000  tons  each,  and  two  20,000  tons  each. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


223 


THE  FOLLOWING  TABLE  CLASSIFIES  OCEAN  VESSELS  IN  1909 
ACCORDING  TO  SPEED  AND  FLAG. 


Flag. 

Speed 

in  .knots. 

Total. 

25 

23 

22 

21 

20 

19 

18 

17 

16 

15 

14 

13 

12 

British . 

2 

2 

1 

6 

11 

27 

'26 

48 

68 

108 

229 

397 

925 

4 

1 

1 

2 

3 

6 

20 

22 

37 

94 

190 

1 

2 

1 

1 

19 

13 

5 

9 

39 

50 

140 

2 

4 

6 

8 

14 

30 

31 

30 

27 

152 

2 

1 

2 

5 

6 

13 

29 

2 

3 

1 

9 

15 

23 

9 

62 

1 

2 

2 

7 

8 

2 

22 

4 

4 

3 

4 

3 

11 

17 

13 

51 

1 

1 

5 

17 

1 

11 

36 

1 

7 

9 

12 

18 

17 

64 

3 

1 

3 

7 

.3 

2 

5 

12 

12 

2 

6 

8 

1 

3 

4 

1 

1 

Total . 

2 

4 

4 

5 

15 

15 

_ 

39 

64 

104 

157 

249 

418 

636 

1,712 

THE  WORLD’S  LARGE  AND  FAST  OCEAN  STEAMSHIPS. 


The  following  table  shows  largest  owners  of  ocean  screw  steamships  in  the  world  of  IS  knots 
or  more,  and  of  2,000  gross  tons  or  more,  recorded  in  Lloyd’s  Register  on  July  1,  1909,  including 
a  few  vessels  building  at  that  time. 


Line. 

Flag. 

Speed  in 

knots. 

Total 

a20 

19 

18 

17 

16 

15 

14 

13 

12 

Compagnie  G  6n  £rale  T  ransatlantique . 

French . 

4 

1 

9 

4 

1 

1 

2 

6 

28 

Cunard  Steamship  Co . 

British . 

4 

2 

2 

2 

1 

3 

1 

15 

United  States 

4 

4 

Norddeutscher  Lloyd . ,  • 

German . 

4 

1 

2 

3 

15 

9 

15 

21 

70 

White  Star  Line . 

British . 

3 

1 

5 

4 

1 

11 

1 

26 

Canadian  Pacific  Railway  Co . 

2 

i 

5 

6 

11 

25 

1  nited  States 

2 

2 

2 

6 

Russian . 

2 

l 

2 

1 

6 

12 

Toyo  Kisen  Kabushiki  Kaisha . 

Japanese . 

2 

3 

5 

10 

Hamburg-Ainerican  Line . 

German . 

1 

3 

3 

3 

4 

14 

38 

66 

Peninsular  and  Oriental  Steam  Navigation  Co 

British . 

1 

i 

14 

6 

7 

3 

16 

4 

6 

58 

Union  Steam  Ship  Company  of  New  Zealand 

. . .do . 

1 

l 

1 

2 

4 

5 

5 

2 

21 

.  .  .do . 

2 

2 

...  do . 

2 

2 

.  . . do . 

2 

2 

Spanish . 

1 

2 

2 

5 

6 

16 

British . 

6 

1 

1 

8 

Roumanian 

4 

4 

New  York  and  Cuba  Mail  Steamship  Co . 

LTnited  States 

3 

2 

2 

1 

3 

1 

12 

British  ... 

2 

2 

3 

1 

3 

6 

17 

United  States 

2 

1 

2 

2 

2 

9 

.  .  .do . 

1 

2 

2 

5 

British . 

1 

1 

Khedivial  Mail  Steamship  and  Graving  Dock 

Co . 

.  .  .do . 

1 

2 

1 

1 

1 

6 

a  Including  15  vessels  of  over  20  knots. 


224 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI 


FIRST  STEAMBOATS,  PIONEER  SAILINGS,  AND 
EARLIEST  LINES. 


1707.  Denis  Papin  experimented  on  River 
Fulda  with  paddle-wheel  steamboat. 

1736.  Jonathan  Hulls  patented  designs 
similar  to  modern  paddle  boat. 

1769.  James  Watt  invented  a  double- 
acting  side-lever  engine. 

1783.  Marquess  of  Jouffrey  made  experi¬ 
ments  in  France. 

1785.  James  Ramsey,  in  America,  pro¬ 
pelled  a  boat  with  steam  through  a  stern- 
pipe. 

1785.  Robert  Fitch,  in  America,  propelled 
a  boat  with  canoe-paddles  fixed  to  a  moving 
beam. 

17S7.  Robert  Miller,  of  Edinburgh,  tried 
primitive  manual  machinery. 

1788.  Miller,  with  Symington,  produced  a 
double-hull  stern-wheel  steamboat. 

1802.  Charlotte  Dundas,  the  first  practical 
steam  tugboat,  designed  by  Symington. 

1804.  Phcvnix,  screw-boat  designed  by 
Stephens  in  New  York;  first  steamer  to  make 
a  sea  voyage. 

1807.  Clermont,  first  passenger  steamer 
continuously  employed;  built  by  Fulton  in 
U.S.A. 

1812.  Comet,  first  passenger  steamer  con¬ 
tinuously  employed  in  Europe;  built  by  Miller 
in  Scotland. 

1818.  Rob  Roy,  first  sea-trading  steamer  in 
the  world,  built  at  Glasgow. 

1819.  Savannah,  first  auxiliary  steamer, 
paddle  wheels,  to  cross  the  Atlantic;  built  in 
New  York. 

1821.  Aaron  Manby,  first  steamer  (Eng¬ 
lish  canal  boat)  built  of  iron. 

1823.  City  of  Dublin  Steam  Packet  Co. 
was  established. 

1824.  General  Steam  Navigation  Co.  was 
established  at  London. 

1824.  George  Thompson  &  Co.  (Aberdeen 
Line),  were  established. 

1825.  Enterprise  made  the  first  steam  pass¬ 
age  to  India. 

1825.  William  Fawcett,  pioneer  steamer  of 
the  P.  &  O.  S.  N.  Co. 

1830.  T.  &  J.  Harrison  (Harrison  Line) 
were  established  at  Liverpool. 

1832.  Elburlcnh,  iron  steamer,  took  a 
private  exploring  party  up  the  Niger. 

1834.  Lloyd’s  Register  for  British  and 
Foreign  Shipping  established. 


1836.  Austrian  Lloyd  Steam  Navigation 
Co.  established  at  Trieste. 

1837.  Francis  B.  Ogden,  first  successful 
screw  tugboat;  fitted  with  Ericsson’s  pro¬ 
peller. 

1838.  Archimedes,  made  the  Dover-Calais 
passage  under  two  hours,  fitted  with  Smith’s 
propeller. 

1838.  R.  F.  Stockton,  built  for  a  tugboat, 
fitted  with  Ericsson's  propeller,  sailed  to 
America;  first  iron  vessel  to  cross  the  Atlan¬ 
tic;  first  screw  steamer  used  in  America. 

1839.  Thames,  pioneer  steamer  of  the 
Royal  Mail  Steam  Packet  Co. 

1839.  George  Smith  &  Sons  (City  Line) 
were  established  at  Glasgow. 

1840.  Britannia,  pioneer  steamer  of  the 
Cunard  Line. 

1840.  Chile,  pioneer  steamer  of  the  Pacific 
Steam  Navigation  Co. 

1845.  Great  Britain,  first  iron  screw  steam¬ 
er,  precursor  of  modern  Atlantic  steamer. 

1845.  Thos.  Wilson,  Sons  &  Co.,  Ltd. 
(Wilson  Line),  established  at  Hull. 

1847.  Pacific  Mail  Steamship  Co.  estab¬ 
lished  in  America. 

1849.  Houlder  Brothers  &  Co.  established 
at  London. 

1850.  Bullard,  King  &  Co.  (Natal  Line) 
established  at  London. 

1850.  Messageries  Maritimes  de  France  es¬ 
tablished. 

1850.  Inman  (now  American)  Line,  estab¬ 
lished  at  Liverpool. 

1851.  Tiber,  first  steamer  of  the  Bibby 
Line,  established  1821  at  Liverpool. 

1852.  Forerunner,  pioneer  steamer  of  the 
African  Steamship  Co. 

1853.  Lfnioa  Steamship  Co.  was  establish¬ 
ed  (now  Union-Castle  Line). 

1853.  Borussia,  first  steamer  of  the  Hain- 
burg-American  Packet  Co.,  established  1847, 

1854.  Canadian,  first  steamer  of  the  Allan 
Line,  established  1820. 

1855.  British  India  Steam  Navigation  Co. 
was  established. 

1856.  Tempest,  first  steamer  Anchor  Line. 

1858.  Bremen,  first  Atlantic  steamer  of 

the  Norddeutscher  Lloyd,  established  1856. 

1858.  Great  Eastern  launched  into  the 
Thames,  Jan.  31;  commenced,  May  1,  1854. 

— Whitaker's  Almanack. 


In  traveling  about  England,  although 
possibly  hampered  by  baggage,  such  move¬ 
ments  are  considerably  facilitated  by  the 
arrangement  of  the  railway  companies.  For 
a  charge  of  one  shilling  per  package,  the 
companies  or  their  agents  will  collect  baggage 
from  one  address,  forward  it  by  rail  to  any 
part  of  the  country,  and  deliver  to  wherever 
desired.  Or  should  the  passenger  carry  or 
accompany  his  baggage  to  the  station,  thus 
saving  the  company  the  task  of  collecting, 
each  package  will  be  sent  by  rail  and  deliv¬ 
ered  to  destination  at  an  inclusive  fee  of  six¬ 
pence  per  package,  irrespective  of  distance. 
This  advantage  is  of  great  utility  to  tourists. 
For  instance,  the  main  baggage  can  be  col¬ 
lected  in  London,  sent  forward  by  train  and 


delivered  on  the  boat  at  port,  while  the  owner 
with  his  light  bag  leisurely  takes  a  round¬ 
about  tour  to  the  port,  sightseeing  on  the 
way,  and  upon  reaching  the  boat  his  baggage 
will  be  awaiting  him.  These  arrangements 
have  enabled  many  interesting  tours  to  be 
set  out  toward  the  close  of  a  sojourn,  the 
railway  ticket  being  supplied  to  break  the 
journey  at  several  points  en  route. 

The  railway  companies  issue  week-end 
tickets  at  special  cheap  rates  available  from 
Friday,  Saturday  or  Sunday  till  Tuesday  to 
all  imporant  centres.  Attractive  to  those 
who  would  like  to  follow  the  prevailing 
;  English  fashion,  and  spend  the  week-end  out 
1  of  town. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


225 


REGISTERED  STEAM  VESSELS  OF  THE  UNITED  STATES  ON  JUNE 
30,  1909,  OF  5,000  TONS  OR  OVER. 


N  ame 
of 

vessel. 

Crew. 

Gross 

ton¬ 

nage. 

When 

built. 

Where  built 

Material. 

Home  port. 

Minnesota..  . 

150 

20,718 

1904 

New  London,  Conn. 

Steel . 

New  York,  N.  Y. 

Manchuria.. . 

164 

13,638 

1904 

Camden,  N.  J . 

...  do . 

Uo. 

Mongolia. .  .  . 
St.  Louis. . .  . 

265 

13,638 

11,629 

11,629 

11,284 

11,276 

1903 

. do . 

.  .  . do. . .  . 

Do. 

377 

1895 

Philadelphia,  Pa. .  . 

Do 

St.  Paul . 

377 

1895 

. do  . 

. do. .  . 

Do 

Siberia . 

277 

1902 

Newport  News,  Va. 
. do . 

Do. 

Korea . 

277 

1902 

...do.  . 

Do 

New  York. . . 

370 

10,798 

1888 

Clydeb’k,  Scotland 

.  .  .do . 

Do. 

Philadelphia 
Ancon . 

378 

10,786 

9,606 

18S9 

. do.  .  . 

Do 

74 

1902 

Sparrows  Point,  Md 

.  .  .do . 

Boston,  Mass. 

Cristobal  .  . 

74 

9,606 

1902 

. do . 

Do 

Alaskan . 

42 

8,671 

1902 

San  Francisco,  Cal. 

.  . .do . 

New  York,  N.  Y. 

Arizonan. .  . 

42 

8,671 

8,615 

1902 

. do . 

Do. 

Texan . 

54 

1902 

Camden,  N.  J . 

.  .  .do . 

Do. 

Mexican . 

43 

8,579 

1907 

San  Francisco,  Cal. 

.  .  .do . 

Do. 

Columbian.  . 

43 

8,579 

7,914 

1907 

. do . 

Do 

Virginian . 

100 

1903 

Sparrows  Point,  Md 

.  . .do . 

Do. 

Missourian.  . 

99 

7,914 

7,913 

1903 

. do . 

Do 

Massachu’ts. 

89 

1902 

Camden,  N.  .1 . 

.  .  .do . 

Do. 

Saratoga. . .  . 

138 

6,391 

1907 

Philadelphia,  Pa. .  . 

.  . .do . 

Do. 

138 

6,391 

6,253 

1907 

Do. 

San  Francisco,  Cal. 

Sonoma . 

169 

1900 

. do . 

.  .  .do . 

168 

6,253 

6,207 

6,207 

6,004 

5,707 

1900 

. do . 

Do. 

128 

1906 

. do . 

New  York,  N.  Y. 

Do. 

128 

1906 

. do . 

. .do. . 

124 

1900 

. . . do . . . 

Do 

Californian . . 

45 

1900 

San  Francisco,  Cal. 

.  . .do . 

Do. 

95 

5,667 

5,667 

5,597 

5,597 

189S 

Philadelphia,  Pa. .  . 

.  .  . do . 

Do. 

92 

1899 

. do . 

. . . do . 

Do. 

45 

1900 

Chester,  Pa . 

.  .  . do . 

Do. 

Oregonian. .  . 

45 

1901 

Do. 

47 

5,591 

5,404 

1900 

. do . 

.  .  . do . 

Do. 

Isthmian.  .  .  . 

48 

1908 

San  Francisco,  Cal. 

.  .  .do . 

Do. 

Santa  Maria. 
Santa  Rita .  . 
City  of  Pekin 
China . 

37 

5,318 

5,273 

5,079 

5,060 

1901 

Cleveland,  Ohio.. .  . 

. . . do. . 

Do 

37 

1902 

. do . 

. . do. . . 

Do 

256 

1874 

Chester,  Pa . 

Do 

263 

1889 

Govan,  Scotland. .  . 

Steel . 

Do. 

DIMENSIONS  OF  THE  LARGEST  FAST  OCEAN  STEAMERS. 


The  largest  and  in  many  respects  the  high¬ 
est  type  of  marine  architecture  is  to  be  found 
in  the  modern  ocean  greyhound  for  trans¬ 
atlantic  trade.  In  recent  years  the  rival 
companies  have  vied  with  each  other  in  the 
effort  to  excel,  and  steamships  of  larger  size, 


greater  speed,  and  more  perfect  equipment 
have  followed  each  other,  until  it  would  seem 
that  the  limit  had  been  reached.  In  the 
accompanying  table  the  largest  and  most 
recent  steamers  are  placed  in  comparison 
with  the  “Great  Eastern.” 


Name  of  Ship. 

Date. 

Length 
over  All. 

Beam. 

Depth. 

Draught. 

Displace¬ 

ment 

Maxi¬ 

mum 

Speed. 

Feet. 

Feet. 

Feet. 

Feet. 

Tons. 

Knots. 

Great  Eastern . 

1858 

692 

83 

57* 

25* 

27,000 

12 

Paris . 

188S 

560 

63 

42 

26* 

13,000 

20 

Teutonic . 

1890 

585 

57* 

42 

26 

12,000 

20 

Campania . 

1893 

625 

65 

41* 

28 

19,000 

22 

St.  Paul . 

1895 

554 

63 

42 

27 

14,000 

21 

Kaiser  Wilhelm  der  Grosse 

1897 

649 

66 

43 

29 

20,000 

22.35 

Oceanic . 

1899 

704 

68 

49 

32* 

28,500 

20 

Deutschland . 

1900 

686* 

67  J 

44 

29 

22,000 

23.5 

Baltic . 

1904 

725J 

75 

49 

30* 

40,000 

20 

Mauretania . 

1907 

790 

88 

60 

37* 

45,000 

26.06 

Olympic . 

1910 

890 

92 

64 

35 

60,000 

21 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


226 


TRANSATLANTIC  PASSENGER  STEAMERS  FROM  NEW  YORK* 

AMERICAN  LINE. 


Steamships. 


New  York  (Rebuilt  1903) 

St.  Louis . 

St.  Paul . 

Philadelphia . 


Year 

Gross 

Tonnage 

Indie. 

H.-P. 

Length 

1888 

10,798 

20,000 

576 

1895 

11,629 

20,000 

554 

1895 

11,629 

20,000 

554 

1901 

10,786 

20,000 

576 

ANCHOR  LINE. 


Furnessia. 
Astoria. . . 
Columbia 
Caledonia 
California 


1380 

5,495 

5,000 

445 

1884 

5,200 

4,600 

410 

1901 

8,400 

8,400 

503 

1904 

9,400 

10,200 

515 

1907 

9,000 

7,000 

485 

ATLANTIC  TRANSPORT  LINE. 


Minneapolis . 

1900 

13,401 

10,800 

616 

Minnehaha . 

1900 

13,403 

10,S00 

616 

Minnetonka . 

1902 

13,398 

10,800 

616 

Minnewaska . 

1909 

14,220 

12,000 

616 

AUSTRO-AMERICAN  LINE. 


1907 

6,122 

767 

415 

1907 

6,122 

757 

415 

1907 

5,526 

5,497 

8,312 

582 

390 

1907 

584 

391 

Martha  Washington . 

1909 

1,117 

460 

CUNARD  LINE. 


(Queenstown  and  Liverpool  Service.) 


Campania . 

1892 

13,000 

30,000 

620 

Mauretania . 

1906 

32,000 

70,000 

790 

Lusitania . 

1906 

32,500 

70,000 

785 

Caron  a  .  . . 

1905 

20,000 

21,000 

675 

Carmania . 

1905 

20,000 

21,000 

675 

Franconia . 

18,000 

21,000 

600 

CUNARD  LINE. 

(Mediterranean  and  Adriatic  Service.) 


TTltonia.  . 
Carpathia 
Pannonia. 


1898  1 

10,200 

500 

1903 

13,600 

540 

1904 

10,000 

501 

FABRE  LINE. 


(Various  points,  including  Naples,  depending  on  season  of  year.) 


Roma . 

Germania . 

Madonna . 

Venezia . 

Sant’  Anna . 

1902 

1903 
1905 
1907 
Bldg 

9,500 

9,500 

10,000 

11,000 

14,000 

6,000 

6,000 

6,200 

7,200 

10,000 

450 

426 

426 

460 

500 

FRENCH 

LINE. 

La  Bretagne . 

1886 

7,315 

9,000 

508 

La  Gascogne . . 

1886 

7,646 

9,000 

508 

La  Touraine . 

1890 

9,161 

12,000 

536 

La  Lorraine . 

1899 

11,874 

22,000 

580 

La  Savoie . 

1900 

11,889 

22,000 

580 

La  Provence . 

1906 

14,744 

30,000 

624 

Chicago . 

1908 

11,103 

9,500 

520 

♦Tables  copyright  1910  by  Munn  &  Co.,  Inc. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


227 


TRANSATLANTIC  PASSENGER  STEAMERS  FROM  NEW  YORK. — Continued. 


HAMBURG-AMERICAN  LINE. 


Steamships. 

Year. 

Gross 

Tonnage 

Indie. 

H.-P. 

Length. 

Pennsylvania . 

1896 

13,333 

5,500 

557.6 

Patricia . 

1897 

13,273 

6,000 

560 

Pretoria . 

’.898 

13,234 

5,400 

560 

Bulgaria* . 

1898 

11,077 

4,000 

501.6 

Graf  Waldersee . 

1899 

13,193 

5,500 

560 

Batavia* . 

1899 

11,464 

4,000 

501 

Deutschland . 

1900 

16,502 

37,800 

686.6 

Hamburg* . 

1900 

10,532 

9,000 

498 

Bluecher . 

1901 

12,334 

9,500 

525 . 6 

Moltke* . 

1902 

12,335 

9,500 

525 

Amerika . 

1905 

22,225 

15,500 

690 

Kaiserin  Auguste  Victoria . 

1906 

24,581 

17,500 

700 

President  Lincoln . 

1907 

18,100 

7,500 

615 

President  Grant . 

1907 

18,100 

7,500 

615 

Cleveland . 

1908 

18,000 

9,300 

600 

Cincinnati . 

1908 

18,000 

9,300 

600 

*  Mediterranean  Service. 

IIOLLAND-AMERICA  LINE. 
(Netherlands-American  Steam  Navigation  Co.) 


Statendam . 

1899 

10,490 

6,000 

530 

Potsdam . . 

1900 

12,600 

7,500 

560 

Ryndam . 

1901 

12,546 

7,590 

560 

Noordam . 

1902 

12,540 

7,500 

560 

New  Amsterdam . 

1906 

17,250 

10,000 

615 

Rotterdam . 

1908 

24,170 

14,000 

668 

ITALIA  LINE. 

(Societa  di  Navigazione  a  Vapore.  Naples,  Genoa,  New  York  Service.) 


1908 

10,000 

7,600 

1908 

7,600 

7,600 

LA  VELOCE  LINE. 

(Navigazione  Italiana  a  Vapore.) 


1908/91 

12,000 

9,000 

425 

1909 

9,000 

9,000 

425 

Europa . 

1906  | 

425 

NAVIGAZIONE  GENERALE  ITALIANA  LINE. 

(Florio  Rubattino). 


Duca  d’ Aosta . 

1909 

1908/9 

12,000 

9,000 

9,000 

9,000 

425 

425 

Duca  di  Abruzzi . 

1908 

. 

425 

LLOYD  ITALIANO 

1905 

5,018 

444 

381.4 

1906 

4,983 

444 

393 . 7 

1905 

4,996 

444 

393 . 7 

1906 

5,181 

477 

381.4 

1905 

4,933 

531 

411.4 

1905 

6,847 

851 

420 

Principessa  Mafalda . 

1909 

9,210 

917 

485 

NORTH  GERMAN  LLOYD. 

(Bremen  Service.) 


Friedrich  der  Grosse . 

1896 

10,568 

7,200 

546 

Bremen . 

1S96 

11,570 

8,000 

569 

Kaiser  Wilhelm  der  Grosse . 

1897 

14,349 

28,000 

649 

Rhein . . 

1899 

10,058 

5,500 

520 

Grosser  Kurfilrst . 

1900 

13,245 

9,700 

582 

Main . 

1900 

10,067 

5,500 

520 

Kronprinz  Wilhelm . 

1901 

14,908 

35,000 

663 

Kaiser  Wilhelm  II . 

1903 

19,500 

43,000 

707 

Prinzess  Alice . 

1904 

10,911 

9,000 

524 

Kronpr’n  Cecilie . 

1907 

20,000 

45,000 

707 

Luetzow . 

1907 

9,800 

6,500 

555 

Derfflinger . . 

1907 

9.800 

6,500 

555 

Prinz  Fr.  Wilhelm . 

1908 

17,500 

14,000 

613 

George  Washington . 

1909 

25,570 

20,000 

723 

22S 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


TRANSATLANTIC  PASSENGER  STEAMERS  FROM  NEW  YORK — Continued. 

NORTH  GERMAN  LLOYD. 

(Mediterranean  Service.) 


Steamships. 

Year. 

Gross 

Tonnage 

Indie. 

H.-P 

Length . 

...  .. 

Koenigin  Luise . 

1896 

10,711 

7,000 

544 

Barbarossa . 

1896 

10,915 

7,000 

546 

Koenig  Albert . 

1899 

10,643 

9,000 

525 

Prinzess  Irene . 

1900 

10,881 

9,000 

525 

Berlin . 

1908 

19,200 

16,500 

613 

RED  STAR  LINE 


Gothland . 

1893 

7,668.7 

5,300 

504 

Vaderland . 

1900 

11,898 

13,155 

580 

Zeeland . 

1901 

11,905 

13,155 

580 

Finland . . 

1902 

12,188 

11,300 

580 

Kroonland . 

1902 

12,185 

11,300 

580 

Samland . 

1903 

7,913 

5,600 

490 

Lapland . 

1908 

18,694 

16,000 

620 

SCANDINAVIAN -A  ME  RICAN  LINE. 


C.  F.  Tietgen . 

1897 

8,500 

5,500 

485 

Oscar  II . 

1901 

10,000 

8,000 

515 

Hellig  Olav . 

1902 

10,000 

8,000 

515 

United  States . 

1903 

10,000 

8,000 

515 

WHITE  STAR  LINE. 


Teutonic . 

1889 

9,984 

17,000 

582 

Majestic . 

1890 

10,147 

17,000 

582 

Oceanic . 

1899 

17,274 

28,000 

705 . 6 

Celtic . 

1901 

20,904 

13,500 

697.5 

Cedric . 

1903 

21,035 

13,500 

697.5 

1902 

13,507 

7,010 

601.8 

Arabic . 

1903 

15,801 

10,800 

615.6 

Baltic . 

1904 

23,876 

13,300 

726 

Adriatic . 

1906 

24,541 

40,000 

726 

Laurentic . 

1908 

'  14,892 

565 

1909 

14,878 

565 

1911 

45,000 

860 

Titanic  (Building) . 

1911 

45,000 

860 

♦Launch  is  set  for  Oct.  20,  1910. 


TRANSATLANTIC  PASSENGER  STEAMERS  FROM  PORTS  OTHER 

THAN  NEW  YORK. 

CUNARD  LINE. 


(Boston-Liverpool  Service.) 


Ivernia . 

1900 

14,100 

10,400  | 

600 

Saxonia . 

1900 

14,300 

10.400 

600 

ALLAN  LINE. 


Parisian . 

1881 

5,395 

774 

440.8 

Numidian . 

1891 

4,836 

582 

400 

Mongolian . 

1891 

4,838 

582 

400 

Carthaginian . 

1884 

4,444 

475 

386 

Siberian . 

1884 

3,846 

463 

372 

Hungarian . 

1902 

4,508 

446 

388 

Hibernian . 

1902 

4,505 

446 

385 

Ontarian . 

1900 

4,309 

359 

385.2 

Orcadian . 

1893 

3,546 

328 

361 

LEYLAND  LINE. 


Devonian . |  .... 

11,000 

571 

Winifredian .  .... 

1 1 ,000 

571 

Canadian .  .... 

9,500 

549 

Bohemian . 

11,000 

529 

Cestrian . 

9,000 

529 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


220 


TRANSATLANTIC  PASSENGER  STEAMERS  FROM  PORTS  OTHER  THAN 

NEW  YORK — Continued. 

WHITE  STAR  LINE. 


Steamships. 

Year 

Gross 

Tonnage. 

Indie. 

H.-P. 

Length. 

Cymric . 

1898 

13,096 

11,905 

599 

Zeeland . 

1901 

13,155 

580 

NORTH  GERMAN  LLOYD  S.  S  CO. 

(Baltimore-Bremen  Service.) 


Rhein . 

1899 

10,058 

5,500 

520 

Breslau . 

1901 

7,524 

3,400 

428 

Neckar . 

1901 

9,835 

6,000 

520 

Main . 

1900 

10,058 

5,500 

520 

Oldenburg . 

5,002 

3,600 

428 

C'assel . 

i9oi 

7,553 

3,400 

428 

NORTH  GERMAN  LLOYD  S.  S.  CO. 
(Gal veston-B remen  Service.) 


Chemnitz . 

1901 

3,200 

7,542 

430 

Frankfurt . 

1899 

3,200 

7,431 

431 

ALLAN  LINE. 

(Montreal  Services.) 


Victorian . 

1904 

10,629 

520 

Virginian . 

1905 

10,754 

520.4 

Tunisian . 

1900 

10,576 

849 

500.6 

Corsican . 

1907 

11,436 

917 

500.3 

Hesperian . 

1908 

10,920 

803 

485.5 

Gram  pan . 

1907 

10,187 

825 

485.7 

Ionian . 

1901 

8,268 

604 

470 

Pretorian . 

1901 

6,508 

800 

436.9 

Corinthian . 

1900 

6,270 

447 

430 

Sicilian . 

1899 

6,229 

447 

430 

Sardinian . 

1875 

4,349 

316 

400 

Pomeranian . 

1882 

4,207 

316 

381 

CANADIAN  PACIFIC  RAILWAY  CO. 


Empress  of  Britain . 

I 

1906 

14,500 

3,168  1 

548.8 

Empress  of  Ireland . 

. 1 

1906 

14,500 

3,168  I 

548.9 

Royal  Mail  Steamers  "Empress  of  Britain”  and  "Empress  of  Ireland”  leave  Quebec  in 
Summer  and  St.  John  in  Winter.  Other  vessels  of  the  line  carry  second  only,  second  and 
steerage  only,  and  steerage  only.  Their  names  are  therefore  omitted  here. 


WHITE  STAR-DOMINION. 


1909 

1 4.892  . 

1909 

15,000 

Canada . 

9,413 

Dominion .  . 

6,618 

Ottawa . 

5,071 

DONALDSON  LINE. 

(Montreal  to  Glasgow.) 


Athenia . 

Cassandra . 

Saturnia . 

. 1  1904 

. !  1906 

. |  Building 

8,668 

8,135 

5,600 

5,555 

478 

455 

MONTREAL  SERVICES - THOMSON  LINE. 

(Mediterranean  Service.) 

Tortona . 

. I  1909 

7,907 

5,400 

450.6 

PHILADELPHIA  STEAMSHIP  SERVICES - AMERICAN  LINE. 


11,635 

547 

Merion . 

11,621 

547 

Friesland . 

6,409 

470 

RED  STAR  LINE. 


Marquette . 

1898 

7,058 

5,000 

502 

Menominee . 

1897 

6,918 

5,000 

490 

Manitou . 

1898 

6,648 

5,000 

490 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


230 


STEAMSHIP  RECORDS  AND  CASUALTIES. 

We  are  republishing,  by  permission  of  the  Brooklyn  Daily  Eagle,  from  their  “Almanac,” 
the  following  valuable  particulars  relative  to  steamship  records  and  casualties. 
(Copyright,  1910.)  Revised  for  this  book  by  Capt.  A.  W.  Lew's. 
STEAMSHIP  RECORDS 


The  following  table  shows  best  record  time 
between  New  York  and  European  ports,  east 
or  west.  For  previous  records  see  Eagle  Al¬ 
manac  1908,  page  467. 


Y  r. 

Name  of  steamship 

D. 

H. 

M. 

1897 

Kaiser  Wilhelm  der  Grosse, 
N  Y  to  Southampton  .  . 

5 

17 

8 

1897 

Same  steamer,  N.  Y.  to  Ply¬ 
mouth  . 

5 

15 

10 

1898 

Same  steamer,  Southamp¬ 
ton  to  N.  Y . 

5 

20 

10 

1899 

Same  steamer,  Cherbourg 
to  N.  Y .  . 

5 

17 

37 

1899 

Same  steamer,  New  Ycrk  to 
Cherbourg . 

5 

17 

56 

1900 

Deutschland,  N.  Y.  to  Ply¬ 
mouth  . 

5 

7 

38 

1900 

Deutschland,  Plymouth  to 
N.  Y . 

5 

16 

24 

1901 

Deutschland,  eastbound 

(long  course) ...  . 

5 

11 

5 

1901 

Deutschland,  Cherbourg  to 
N.  Y . 

5 

12 

23 

1901 

Kronprinz,  N.  Y.  to  Ply¬ 
mouth  . 

5 

9 

48 

1901 

Oceanic,  N.  Y.  to  Liverpool. 

5 

20 

32 

1901 

Oceanic,  Liverpool  to  N.  Y.. 

5 

17 

50 

1907 

Lusitania,  Queenstown  to 
Sandy  Hook  Lightship.  . 

4 

18 

40 

1907 

Lusitania,  N.  Y.  to  Queens¬ 
town  . 

4 

22 

50 

1907 

Mauretania,  N.  Y.  to 
Queenstown . 

4 

22 

29 

1908 

Mauretania,  Queenstown  to 
N.  Y . 

4 

20 

15 

1908 

Kronprinzessin  Cecilie, 

Cherbourg  to  N.  Y . 

5 

11 

9 

1908 

Kaiser  Wilhelm  II,  N.  Y. 
to  Plymouth . 

5 

9 

55 

1909 

Kronprinzessin  Cecilie,  N. 
Y.  to  Plymouth . 

5 

7 

25 

1909 

Lusitania,  Queenstown  to 
N.  Y . 

4 

ii 

42 

1909 

Lusitania,  N.  Y.  to  Queens¬ 
town  . 

4 

15 

52 

1909 

Mauretania,  Queenstown  to 
N.  Y . 

4 

10 

51 

1909 

Mauretania,  N.  Y.  to 
Queenstown . 

4 

13 

41 

1910 

Mauretania,  Daunt’s  Rock, 
Ambrose  Lightship  to.  N. 
Y.  Long  course . 

4 

15 

29 

Oct.  12,  417  years  ago,  Columbus  on  the 
Santa  Maria  made  the  first  trans-Atlantic  rec¬ 
ord  of  71  days. 

The  Deutschland,  westward  from  Cherbourg 
to  N.  Y.,  3,082  miles,  July  30,  1901,  made  one 
day  601  knots;  average  speed,  23.07  knots. 
The  Kronprinz  Wilhelm,  from  N.  Y.  Oct.  1, 
1904,  averaged  23.01  knots  per  hour. 

Sept.  6,  1902,  Chas.  R.  Flint’s  yacht  Arrow 
in  a  speed  test  on  the  Hudson,  broke  the 
world’s  record,  making  1.19  miles  in  1  min. 
19.39  sec.,  a  rate  of  45.06  miles  an  hour. 

Oct.  28,  1902,  the  Korea  of  the  Pacific  Mail 


S.  S.  Co.,  broke  the  record  from  Yokohama  to 
San  Francisco  by  4  days,  covering  the  distance 
of  4,700  miles  in  10  days. 

The  Deutschland  left  Hamburg  Sept.  1, 
1903,  and  reached  Sandy  Hook  in  5  days  11 
hours  54  minutes  lowering  her  previous  record 
29  minutes  and  record  of  new  Kronprinz  Wil¬ 
helm,  3  minutes.  Average  speed,  23.15  knots 
an  hour. 

The  battleship  Kentucky  made  the  run 
from  Hong  Kong  to  New  York,  12,699  miles, 
arriving  in  New  York  May  21,  1904,  making 
a  new  record  for  long  distance  run.  From 
Funchal  to  New  York  an  average  of  13.8  knots 
an  hour  was  made,  seven-tenths  of  a  knot 
better  than  the  Kearsarge. 

The  armed  cruiser  West  Virginia,  flagship  of 
the  Pacific  fleet,  on  June  25,  1908,  on  a  4-hour 
speed  trial,  made  an  average  speed  of  22.47 
knots.  This  makes  her  the  fastest  vessel  of 
the  battleship  class  in  the  Navy. 

The  battleship  Nebraska  in  1904,  from  N.  Y. 
to  San  Francisco,  completed  the  trip  in  52 
days.  The  armed  cruiser  South  Dakota,  from 
N.  Y.  to  San  Francisco,  in  53  days. 

Record  time  by  steamer  San  Francisco,  Cal. 
to  Honolulu,  was  made  by  the  Siberia,  arriv¬ 
ing  Aug.  21,  1905,  in  4d.  19h.  20m.,  3  h.  better 
than  best  previous  record. 

The  French  Line  steamship  Provence,  May 
25,  1906,  completed  the  record  time  from 
Havre  to  New  York  of  6  days  3  hours  and  35 
minutes. 

The  Lusitania,  turbine  Cunarder,  on  Aug. 
20,  1908,  made  a  record  run  westward  bound 
of  650  knots,  and  a  record  average  of  25.05 
knots  per  hour.  Her  sister  ship  Mauretania 
on  Feb.  15,  1909,  made  a  record  run  westward 
bound  of  671,  an  average  of  25.55  knots  per 
hour.  Record  hour  run,  27  knots. 

The  Kaiser  Wilhelm  II  on  Aug.  24,  1908, 
completed  3,080  miles  with  an  average  run  of 
23.71  miles  per  hour.  Her  best  daily  run  was 
made  July  8,  1906,  westward  bound,  of  591 
knots.  Best  daily  run  westward  bound  of 
Kronprinzessin  Cecilie,  July  27,  1908,  was 
590  knots. 

The  warship  Mississippi  makes  record  run 
of  297  miles  in  14  hours  on  May  25. 

New  coastwise  record  made  by  Mallory  Line 
steamer  Brazos,  from  Galveston,  on  March 
18,  arriving  at  New  York  in  4  days  15  hours 
15  minutes;  average  of  19.52  knots  per  hour; 
471  knots  for  a  day’s  run. 

Submarine  torpedo  boat  Narwhal  covering 
300  nautical  miles  in  24  hours,  with  no  stop; 
average  of  12£  nautical  miles  an  hour. 

STEAMSHIP  DISASTERS  OF  RECENT 
YEARS. 

Steamship  Atlantic,  White  Star  Line,  sank 
on  Mars  Head,  off  Halifax,  in  a  storm;  546 
lives  lost;  April  2,  1873. 

Steamship  Pomerania,  sunk  in  midnight  col¬ 
lision  with  a  bark  in  English  Channel;  47 
lives  lost;  Nov.  25,  1878. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


231 


Steamship  Oregon,  Cunard  Line,  run  into 
by  unknown  steamer,  18  miles  east  of  L.  I., 
sank  8  hours  afterward;  no  lives  lost;  March 
14,  1886. 

Steamship  Elbe,  North  German  Lloyd  Line, 
in  collision  with  steamship  Cathrie;  330  lives 
lost;  Jan.  30,  1895. 

French  steamship  Ville  de  -St.  Nazaire 
burned  in  a  storm  off  Cape  Hatteras;  40  lives 
lost;  March  7,  1897. 

Steamship  Aden ;  sank  off  Socotra,  on  east 
coast  of  Africa;  78  lives  lost;  June,  1907. 

French  steamship  Bourgogne  rammed  and 
sunk  by  steamship  Cromartyshire  off  Sable 
Island;  560  lives  lost;  July  4,  1898. 

Steamship  Norge,  sunk  at  sea;  750  lives 
lost;  July  3,  1904. 

Steamship  Berlin  wrecked  off  Holland 
coast;  150  lives  lost;  Feb.  21,  1907. 

Steamship  St.  Paul  rammed  British  cruiser 
Gladiator  off  Isle  of  Wight;  many  sailors 
drowned;  April  12,  1908. 

Steamship  Ying  King,  foundered  off  Flong 
Kong;  300  Chinese  drowned;  July  28,  1908. 

Steamship  Prudentia,  lost  on  voyage  to  Ar¬ 
gentina,  A.ug.  9,  1908. 

Norwegian  steamship  Folgefouden  sunk; 
many  lives  lost;  Aug.  23,  1908. 

Steamship  Archimedes  lost  in  Baltic  Sea; 
10  drowned;  Nov.  5,  1908 

Steamship  Finance  sunk  by  steamship 
Georgic  off  Sandy  Hook;  4  lives  lost;  Nov. 
26,  1908. 

Steamship  San  Pable  sunk  off  Philippines; 
100  drowned;  Nov.  27,  1908. 

Steamship  Ginsei  Maru  wrecked  off  Wei- 
Hai-Wai  and  crew  and  passengers  drowned 
Dec.  13,  1908. 

Steamsh  p  Soo  City  foundered  off  New¬ 
foundland;  crew  lost;  Dec.  4,  1908. 

Steamship  Republic  rammed  off  Nan¬ 
tucket  by  S.S.  Florida,  8  lives  lost  in  collision; 
vessel  sank  ;  help  received  by  wireless;  Jan. 
24,  1909. 


DIMENSIONS  OF  THE  PRINCIPAL 
DOMES. 

Diam.  Height. 


ft.  ft. 

Pantheon,  Rome .  142  143 

Cathedral,  Florence .  139  310 

St.  Peter’s,  Rome .  139  330 

Capitol,  Washington,  D.  C.  .  .  135£  287^ 

St.  Sophia,  Constantinople.  .  .  115  201 

Baths  of  Caracalla,  (Ancient) 

Rome .  112  116 

St.  Paul’s,  London .  112  215 


HEIGHT  OF  OFFICE  BUILDINGS. 


Total  height 

Building.  from 

sidewalk,  ft. 

Bowling  Green  Bldg..  N.  Y .  224 

Park  Row  Building,  New  York.  .  386 

Times  Building,  New  York .  363 

Manhattan  Life  Bldg.,  N.  Y .  348 

Wall  St.  Exchange  Bldg.,  N.  Y.  .  341 

St.  Paul  Building,  New  York. .  .  .  313 

American  Surety  Bldg.,  N.  Y. .  .  312 

Pulitzer  (World)  Bldg.,  N.  Y. .  .  .  309 

Broad-Exchange  Bldg.,  N.  Y.  .  .  280 

42  Broadway  Bldg.,  New  York.  .  260 

Whitehall  Bldg.,  New  York .  257 

Metropolitan  Tower,  New  York..  7001- 
Singer  Building,  New  York .  612xl2 

HEIGHT  OF  COLUMNS,  SPIRES  AND 
TOWERS.  Feet. 

Eiffel  Tower,  Paris . 1,000 

Washington  Monument, Washington, D.C.  555 

Pyramid  of  Cheops .  520 

St.  Peter’s,  Rome .  518 

Cologne  Cathedral .  501 

Strasburg .  486 

Cathedral,  Antwerp .  476 

St.  Stephen’s,  Vienna .  465 

Cathedral,  Salisbury .  450 

Milan  Cathedral . *.  360 

Cathedral,  Cremona .  397 

St.  Peter’s,  Rome .  391 

Cathedral,  Florence .  352 

St.  Paul’s,  London .  366 

Hotel  des  Invalides,  Paris .  344 

Bunker  Hill  Monum’t, Charlestown, Mass.  221 

Leaning  Tower  of  Pisa .  179 

Alexander  Column,  St.  Petersburg .  175 

THE  WEIGHT  OF  BELLS. 

Pounds 

Kremlin,  Moscow .  432.000 

Pekin .  130,000 

St.  Ivan’s,  Moscow .  127,800 

Novgorod .  62,000 

Sacred  Heart,  Paris .  55,116 

Sens .  43,000 

Vienna .  40,200 

Olmutz,  Bohemia .  40,000 

Rouen .  40,000 

Erfurt .  30,800 

Westminster,  “Big  Ben” .  30,300 

Houses  of  Parliament,  London .  30,000 

Notre  Dame,  Paris .  28,600 

Montreal .  28,500 

Cologne .  25,000 

City  Hall,  N.  Y .  22,500 


LENGTH  OF  A  FEW  CELEBRATED  BRIDGES. 


Name.  Length  ft. 

Firth  of  Tay,  Scotland .  10,779 

Forth,  Scotland .  8,296 

East  River,  New  York .  7,200 

Brooklyn,  New  York .  5,989 

Manhattan,  New  York .  9,900 

Blackwell’s  Island,  New  York .  7,450 

Washington  Bridge,  New  York .  2,300 

High  Bridge,  New  York .  1,460 

Niagara,  below  Falls,  New  York . 1,040 

Niagara .  910 

Freiburg,  Germany .  880 

Clifton,  England .  702 

Buda-Pest,  Hungary .  666 


Type.  Spanning. 

Girder,  Firth  of  Tay. 
Cantilever.  Firth  of  Forth. 
Suspension.  East  River. 

Suspension.  East  River. 

Suspension.  East  River. 

Cantilever.  East  River. 

Composite.  Harlem  River. 

Stone.  Harlem  River. 
Suspension.  Niagara  River. 
Cantilever.  Niagara  River. 

Suspension.  - — 

Suspension.  Avon. 

Suspension.  Danube. 


232 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Copyright,  1900,  by  Munn  &  Co. 


Sight  locomotives  would  haul  "Oceanic  ”  on  the  level  at  22  miles  per  hour. 


Weight  of  "Oceanic"  represented  by  two  trains,  each  ol  433  car*  aud  3  miles  in  lengtl 


A  COMPARISON  OF  MARINE  ENGINE  AND  LOCOMOTIVE  POWER. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


233 


SUPPLIES  OF  THE 

Not  by  any  means  the  least  im¬ 
pressive  evidence  of  the  huge  size 
to  which  the  modern  transatlantic 
steamship  has  grown  is  to  be  found 
in  the  graphic  representation,  now 
presented,  of  the  bewildering  amount 
of  provisions  that  have  to  be  taken 
aboard  for  a  single  trip  across  the 
ocean,  A  mere  tabulation  of  the  vari¬ 
ous  kinds  of  food  which  go  to  re¬ 
plenish  the  ship’s  larder,  during  the 
’few  days  which  she  spends  in  port, 
fails  to  convey  any  adequate  idea  of 
the  vast  amount  of  stores  taken 
aboard.  Our  pictorial  representation 
is,  of  course,  purely  imaginary,  par¬ 
ticularly  as  regards  the  live  stock ; 
the  beef,  mutton,  game,  etc.,  being  re¬ 
ceived  on  the  ship  in  the  dressed  condi¬ 
tion,  no  live  stock  whatever  being  car¬ 
ried.  The  drawing  was  made  up  from 
a  list  of  the  actual  amount  of  pro¬ 
visions  carried  on  a  recent  eastward 
trip  on  the  Hamburg-American  liner 
“Deutschland,”  and  the  number  of  live 
stock  which  contributed  to  meet 
the  supplies  for  one  voyage  was  es¬ 
timated  from  the  actual  number  of  cat¬ 
tle,  sheep,  etc.,  that  would  be  required 
to  make  up  the  total  weights  in  dressed 
meats.  With  the  exception  of  the  live 
stock,  the  provisions  are  shown  in  the 
actual  shape  in  which  they  would  be 
taken  on  board. 

The  dimensions  of  the  vessel  are : 
Length,  (186  feet ;  beam,  07  feet,  and 
displacement,  23,000  tons ;  her  highest 
average  speed  for  the  whole  trip  is 
23.36  knots,  and  she  has  made  the 
journey  from  Sandy  Hook  to  the 
Lizard  in  five  days  seven  hours  and 
thirty-eight  minutes.  In  considering 
the  question  of  feeding  the  passengers 
on  a  vessel  of  this  size,  the  thought 
is  suggested  that  here  are  other  hun¬ 
gry  mouths  within  the  hull  of  the  ship 
besides  those  to  be  found  in  the  din¬ 
ing  saloons  of  the  passengers  and  the 
messrooms  of  the  crew  ;  mouths  that 
are  so  voracious  that  they  require 
feeding  not  merely  at  the  three  regular 
meal  hours  of  the  ship,  but  every  hour 
of  the  day  and  night,  from  the  time- 
the  moorings  are  cast  off  at  one  port 
until  the  vessel  is  warped  alongside  at 
the  other.  We  refer  to  the  112  fur¬ 
naces  in  which  the  fuel  of  the  sixteen 
boilers  in  the  boiler-room  is  consumed 
at  the  rate  of  572  tons  per  day.  Now, 
although  the  voyage  from  New  York 
to  Hamburg  lasts  only  six  or  seven 
days,  according  to  the  state  of  the 
weather,  the  bunkers  of  the  ship  are 


“  DEUTSCHLAND.” 

constructed  to  hold  a  sufficiently  large 
reserve  of  coal  to  cover  all  contin¬ 
gencies,  her  total  coal  capacity  being 
about  5,000  tons ;  and  at  each  voyage 
care  is  taken  to  see  that  they  are 
pretty  well  filled. 

The  total  number  of  souls  on  board 
of  the  vessel  when  she  has  a  full  pas¬ 
senger  list  is  1,017,  made  up  of  407  first, 
cabin,  300  second  cabin,  300  steerage 
and  a  crew  of  550,  the  crew  compris¬ 
ing  officers,  seamen,  stewards  and  the 
engine-room  force.  Sixteen  hundred 
and  seventeen  souls  would  constitute 
the  total  inhabitants  of  many  an 
American  community  that  dignifies 
itself  with  the  name  of  “city,”  and  it  is 
a  fact  that  the  long  procession  which 
is  shown  in  our  illustration,  wending 
its  way  through  the  assembled  pro¬ 
visions  on  the  quay,  by  no  means  rep¬ 
resents  the  length  of  the  line  were  the 
passengers  and  crew  strung  out  along 
Broadway  or  any  great  thoroughfare 
of  that  city.  If  this  number  of  people 
were  to  march  four  deep  through 
Broadway,  with  a  distance  of  say 
about  a  yard  between  ranks,  they 
would  extend  for  about  a  quarter  of  a 
mile,  or  say  the  length  of  five  city 
blocks. 

To  feed  these  people  for  a  period  of 
six  days  requires,  in  meat  alone,  the 
equivalent  of  fourteen  steers,  ten 
calves,  twenty-nine  sheep,  twenty-six 
lambs,  and  nine  hogs.  If  the  flocks  of 
chickens,  geese  and  game  required  to 
furnish  the  three  tons  of  poultry  and 
game  that  are  consumed  were  to  join 
in  the  procession  aboard  the  vessel, 
they  would  constitute  a  contingent  by 
themselves  not  less  than  1.500  strong. 
The  ship’s  larder  is  also  stocked  with 
1,700  pounds  of  fish,  400  pounds  of 
tongues,  sweetbreads,  etc.,  1,700  dozen 
eggs  and  14  barrels  of  oysters  and 
clams.  The  1,700  dozen  eggs  packed 
in  cases  would  cover  a  considerable 
area,  as  shown  in  our  engraving,  while 
the  1,000  brick  of  ice  cream  would  re¬ 
quire  100  tubs  to  hold  them.  Of  table 
butter  there  would  be  taken  on  board 
1,300  pounds,  while  the  2,200  quarts  of 
milk  would  require  64  cans  to  hold  it, 
and  the  300  quarts  of  cream  8  cans. 

In  the  way  of  vegetables  there  are 
shipped  on  board  175  barrels  of  pota¬ 
toes,  75  barrels  of  assorted  vegetables, 
20  crates  of  tomatoes  and  table  celery. 
200  dozen  lettuce;  while  the  require¬ 
ments  of  dessert  alone  would  call  for 
4  1-4  tons  of  fresh  fruits.  For  making 
up  into  daily  supply  of  bread,  biscuits, 


234 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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Copyright,  J901,  by  Munn  &  Co. 


SUPPLIES  OF  THE  “DEUTSCHLAND.” 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


93 


90 


c-akes,  pies,  and  the  toothsome  odds- 
and-ends  of  the  pastry  cook’s  art,  there 
are  taken  on  board  at  each  trip  90  bar¬ 
rels  of  flour, each  weighing  195  pounds, 
this  item  alone  adding  a  weight  of  8V2 
tons  to  the  cooks’  stores.  To  this  also 
we  must  add  350  pounds  of  yeast  and 
GOO  pounds  of  oatmeal  and  hominy. 

Under  the  head  of  liquids  the  most 
important  item  is  the  400  tons  of 
drinking  water,  whose  bulk  is  ade¬ 
quately  represented  by  the  circular 
tank  shown  in  our  engraving.  This  is 
supplemented  by  12,000  quarts  of  wine 
and  liquors,  15,000  quarts  of  beer  in 
kegs,  besides  3,000  bottles  of  beer. 
Last,  but  not  by  any  means  least,  is 
the  supply  of  40  tons  of  ice. 

Of  course,  it  will  be  understood  that, 
as  in  the  case  of  the  coal,  it  is  not  to 
be  supposed  that  all  of  this  supply  will 


be  consumed  on  the  voyage.  There 
must  be  a  margin,  and  a  fairly  liberal 
margin,  of  every  kind  of  provision. 
Moreover,  the  extent  to  which  the 
larder  and  cellar  are  emptied  will  vary 
according  to  the  condition  of  the  voy¬ 
age.  In  tempestuous  weather,  where 
the  trip  is  a  succession  of  heavy  gales, 
and  the  dining  room  tables  are  liable 
to  be  practically  deserted  for  two  or 
three  days  at  a  stretch,  the  consump¬ 
tion  will  be  modified  considerably. 
Stormy  voyages  of  this  character, 
after  all,  occur  at  infrequent  intervals, 
and  as  a  rule  the  supplies  are  pretty 
well  consumed  by  the  time  the  pas¬ 
sage  is  over. 

Now,  having  dealt  with  the  general 
food  supplies,  we  will  deal  with  the 
food  supplies  of  another  large  liner  for 
a  single  trip. 


PROVISIONING  THE  “  KRONPRINZ  WILHELM  ”  FOR  A  SINGLE 

TRANSATLANTIC  TRIP. 


The  Book  of  Genesis  does  not  record 
the  tonnage  of  the  huge  vessel  which 
finally  stranded  on  Mount  Ararat,  af¬ 
ter  finishing  the  most  wonderful  voy¬ 
age  ever  described  in  the  annals  of 
mankind.  But  it  is  quite  safe  to  as¬ 
sume  that  the  dimensions  of  the  Ark, 
that  old-time  floating  storehouse,  are 
exceeded  in  size  by  the  largest  of 
steamships  now  crossing  the  Atlantic. 

Not  the  least  striking  evidence  of 
the  size  of  these  modern  monsters  of 
the  deep  is  afforded  by  the  vast  quan¬ 
tities  of  food  which  must  be  taken 
aboard  for  a  single  six-day  trip  across 
the  Atlantic.  For  the  1,500  passen¬ 
gers  and  the  several  hundred  men  con¬ 
stituting  the  crew,  carloads  of  food 
and  whole  tanks  of  liquids  are  neces¬ 
sary.  To  enumerate  in  cold  type  the 
exact  quantities  of  bread,  meat,  and 
vegetables  consumed  in  a  weekly  trip 
would  give  but  an  inadequate  idea  of 
the  storing  capacity  of  a  modern  liner. 
We  have,  therefore,  prepared  a  picture 
which  graphically  shows  by  compari¬ 
son  with  the  average  man  the  equiva¬ 
lent  of  the  meat,  poultry,  and  bread- 
stuffs,  as  well  as  the  liquors  used. 
Each  kind  of  food  has  been  concen¬ 
trated  into  a  g.'ant  unit,  compared 
with  which  the  figure  of  the  average 
man  seems  puny. 

On  the  “Kronprinz  Wilhelm,”  of  the 
North  German  Lloyd  Line,  which 
steamship  we  have  taken  for  the  pur¬ 
pose  of  instituting  our  comparisons, 
some  19,800  pounds  of  fresh  meat  and 


14,300  pounds  of  salt  beef  and  mut¬ 
ton,  in  all  34,100  pounds  of  meat,  are 
eaten  during  a  single  trip  from  New 
York  to  Bremen.  This  enormous  quan¬ 
tity  of  meat  has  been  pictured  in  the 
form  of  a  single  joint  of  beef,  which, 
if  it  actually  existed,  would  be  some¬ 
what  less  than  10  feet  high,  10  feet 
long,  and  5  feet  wide.  If  placed  on 
one  end  of  a  scale,  it  would  require 
about  227  average  men  in  the  other  end 
to  tip  the  beam. 

For  a  single  voyage  the  “Kronprinz 
Wilhelm”  uses  2,640  pounds  of  ham, 
1,320  pounds  of  bacon,  and  506  pounds 
of  sausage — in  all,  4,466  pounds. 
Since  most  of  this  is  pork,  it  may 
well  be  pictured  in  the  form  of  a  ham. 
That  single  ham  is  equivalent  in 
weight  to  374  average  hams.  It  is 
7%  feet  high,  3  feet  in  diameter  and 
2  feet  thick. 

The  poultry  eaten  by  the  passen¬ 
gers  of  the  steamer  during  a  trip  to 
Bremen  or  New  York  weighs  4,840 
pounds.  Suppose  that  we  show  these 
4,840  pounds  of  poultry  in  the  form 
of  a  turkey,  dressed  and  ready  for 
the  oven.  The  bird  would  be  a  giant 
10  feet  long,  8  feet  broad,  and  5  feet 
high. 

Sauerkraut,  beans,  peas,  rice,  and 
fresh  vegetables  are  consumed  to  the 
amount  of  25.320  pounds.  Packed  for 
market,  these  preserved  and  fresh  vege¬ 
tables  would  be  contained  in  290  bas¬ 
kets  of  the  usual  form,  which  piled  up 
make  a  formidable  truncated  pyramid- 


A  GRAPHICAL  COMPARISON  OF  THE  PROVISIONS  OF  A  TRANSATLANTIC  LINER. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


237 


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238 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


THE  FRENCH  REPUBLICAN  CALENDAR 

This,  although  reckoned  from  the  22nd  September,  1792,  was  not  introduced  until  the  22nd 
November,  1793.  It  remained  in  use  only  till  the  31st  December,  1805.  The  Gregorian 
Calendar  was  restored  January  1st,  1806  (Nivose  10,  Year  XIV.).  The  months  varied  in 
different  years,  thus  Nivose  1  commenced  December  21st.  in  1793,  December  22nd  in  1795, 
December  21st  in  1796,  December  22nd  in  1799,  December  23rd  in  1803,  and  December  22nd 
in  1804  and  1805.  The  following  are  the  dates  for  the  year  1804,  the  last  complete  year  of 
the  Calendar:- 


Vendemiaire  {Vintage),  23  Sept,  to  Oct.  22 


Brumaire 

Frimaire 

Nivose 

Pluviose 

Ventose 


{Foggy), 

{Sleety), 

{Snowy), 

{Rainy), 

{Windy), 


23  Oct.  to  Nov.  22 
22  Nov.  to  Dec.  21 
22  Dec.  to  Jan.  21 
21  Jan.  to  Feb.  20 
20  Feb.  to  Mar.  21 


Germinal 

Floreal 

Prairial 

Messidor 

Therraidor 

Fructidor 


( Budding ) 
{Flowery), 
{Pasture), 
{Harvest), 
{Hot), 
{Fruit) 


22  Mar.  to  Apr.  21 
21  April  to  May  20 
21  May  to  June  20 
20  June  to  July  19 
20  July  to  Aug.  19 
19  Aug.  to  Sept.  18 


The  months  were  divided  into  three  decades  of  ten  days  each,  but  to  make  up  the  365,  five 
were  added  at  the  end  of  September;  {Primidi),  dedicated  to  Virtue;  {Duodi)  to  Genius;  (Tridi) 
to  Labor;  {Quartidi)  to  Opinion;  and  the  5th  {Quintidi )  to  Rewards.  To  Leap  Year,  called 
Olympic,  a  sixth  day.  the  22nd  or  23rd  September  {Sextidi),  “Jour  de  la  Revolution,”  was 
added.  This  variation  of  dates  has  led  to  considerable  confusion,  but  those  who  may  wish  to 
trace  the  fourteen  years  will  find  some  very  elaborate  tables  in  the  English  edition  of  Bour- 
rienne’s  “Life  of  Napoleon”;  Bentley. — Whitaker’s  Almanack. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


239 


BOSTON  HARBOR  AND  APPROACHES. 


AROUND  THE  WORLD  IN 
THIRTY-EIGHT  DAYS  ! 

When  Jules  Verne  wrote  his  fasci¬ 
nating  story,  “Around  the  World  in 
80  Days”  he  probably  did  not  realize 
that  within  a  comparatively  short 
period  this  trip  could  be  made  in  much 
abbreviated  time.  In  fact  Phineas 
Fogg  could  now  make  the  complete 
circuit  of  the  earth  in  38  days.  The 
International  Sleeping  Car  Company 
has  worked  out  the  proposition  for 
the  editor  as  follows :  Leave  New 
York  by  the  Twentieth  Century 
Limited  for  Chicago,  then  via  St. 
Paul  to  Vancouver,  so  as  to  make  an 
exact  connection  with  the  Canadian 
Pacific  express  steamer  across  the 
Pacific:  from  Yokohama  go  to  Tsuru- 
ga,  from  there  to  Vladivostok.  The 
Trans-Siberian  is  then  taken  to  Mos¬ 
cow,  London  is  then  reached,  and 
either  the  “Lusitania”  or  the  “Mau¬ 
retania”  should  be  caught  in  order  to 
make  the  trip  in  38  days.  The  trip 
will  then  be  as  follows:  New  York  to 
Vancouver,  414  days;  Vancouver  to 
Yokohama,  18  days;  Yokohama  to 
Vladivostok,  including  necessary  lay¬ 
overs,  2i/2  days  ;  Vladivostok,  one  day  ; 


Vladivostok  to  Moscow,  10  days ;  Mos¬ 
cow  to  London,  2  days :  London  to 
New  York,  5  days ;  total  38  days. 


TOTAL  PASSENGERS  (INCLUDING  IM¬ 
MIGRANTS)  ARRIVED  IN  NEW 
YORK,  N.  Y. 


1884  .  425,262 

1885  .  361,711 

1886  .  332,049 

1887  .  446,937 

1888  .  491,027 

1889  .  ,414,878 

1890  .  450,394 

1891  .  533,164 

1S92 .  581,175 

1893  .  513,791 

1894  .  335,752 

1895  .  319,687 

1896*  . 

1897* . 

1898  .  270,278 

1899  .  334,469 

1900  .  458,994 

1901  .  538,908 

1902  .  626,185 

1903  .  761,500 

1904  .  741,202 

1905  .  939,504 

1906  .  1,068,847 

1907  .  1,263,042 

1908  .  843,597 


*  No  data  as  to  United  States  citizens 
and  non-immigrant  aliens  returning. 


240 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Restaurant  dining  on  the  ocean  is  on  the 
increase  and  dinner  parties  are  an  established 
feature. 


APPROACH  TO  SEATTLE. 


THE  FUNNEL  MARKS  OF  TRANS¬ 
ATLANTIC  LINES 
Our  frontispiece  gives  an  idea  of  the 
funnel  marks,  also  the  house  flags  of 
the  principal  transatlantic  lines.  The 
following  recapitulation,  however,  may 
prove  of  interest 

Lines  Funnel  Marks 

American  Black,  white  band,  black 

top. 

Anchor  Black 

Atlantic  Transport  Red,  with  black  top. 
Cunard  Red,  with  black  rings 

and  black  top. 

French  Red,  with  black  top. 

Hamburg- American  Express  service,  buff; 

regular,  black. 

Netherlands- Amer.  Cream,  white  band,  with 
green  borders. 

Nor.  Ger.  Lloyd  Ochre. 

Red  Star  Black,  white  band,  black 

top. 

Scandinavian- Am’ r  Black,  red,  black. 

White  Star  Buff,  with  black  top. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


241 


THE  HARBOR  OF  SAN  FRANCISCO 


CABLES  OWNED  BY  NATIONS. 


48 

224 

Bahama  Islands . 

1 

213 

3 

77 

British  America . 

2 

399 

98 

306 

British  India .  .  . 

8 

1,993 

France . 

87 

11,178 

Portuguese  Possessions  in  Africa 

2 

26 

88 

3,167 

Japan . 

127 

4,364 

191 

2,304 

Macao . 

1 

2 

46 

54 

Nouvelle  Cal6donie . 

1 

1 

36 

243! 

Netherlands  Indies . 

15 

2,855 

41 

1,073 1 

Senegal,  Africa . 

1 

3 

626 

970 

Siam . 

3 

13 

4 

115 

Indo-Chine  Frangaise . 

3 

1,479 

Russia . 

25 

314 

Pacific  Cable  Board  (cables  in 

Russia  in  Asia . 

3 

171 

the  Pacific  between  British 

16 

1,903 

America  and  Australia) . 

5 

7,837 

16 

209 

Philippine  Islands . 

33 

1,313 

3 

16 

United  States  (Alaska) . 

12 

2,348 

23 

352 

Argentine  Republic  and  Brazil.. 

41 

105 

Total . 

1,655 

46,066 

Australia  and  New  Zealand. .  .  . 

46 

439 

242 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


THE  SUBMARINE  CABLES  OF  THE  WORLD.* 

(From  report  issued  by  the  Bureau  International  de  l’Union  Telegraphique.) 

The  following  table  sets  forth  the  entire  system  of  submarine  cables  of  the  world,  including  . 
those  along  the  shores  and  in  the  bays,  gulfs  and  estuaries  of  rivers,  but  excepting  those  in  lakes 
and  the  interior  watercourses  of  continents.  The  list  includes  all  cables'  operated  by  private 
companies,  and  in  addition  thereto  under  the  name  of  each  nation  is  given  the  list  of  cables 
operated  by  the  government  of  that  nation. 


Companies. 

N  umber 
of  Cables. 

Length  of 

Cables  in 

Nautical  Miles. 

Companies. 

Number 

of  Cables. 

Length  of 

Cables  in 

Nautical  Miles. 

A  nolo- American  Telegraph  Co. .  . 

14 

9,554 

Cuba  Submarine  Telegraph  Co. .  . 

10 

1,143 

Transatlantic  System — Va- 

Direct  Spanish  Telegraph  Co.  .  .  . 

4 

727 

lentia  (Ireland)  to  Heart’s 

Eastern  and  South  African  Tele- 

19 

Content  (Newfoundland). 

graph  Co . 

10,541 

Commercial  Cable  Co . 

12 

15,450 

Eastern  Extension  and  Austral- 

36 

Transatlantic  System  — 

asia  and  China  Telegraph  Co.  . 

9S 

23,532 

Waterville  (Ireland)  to 

Eastern  T elegraph  Co . 

40,911 

Canso  (Nova  Scotia). 

Anglo-Spanish -Portuguese 

Canso,  N.  S.,  to  New  York. 

System. 

Canso,  N.  S.,  to  Rockport, 

System  West  of  Malta. 

Mass. 

Italo-Greek  System. 

Commercial  Pacific  Cable  Co. .  .  . 

6 

10,004 

Austro-Greek  System. 

San  Francisco  to  Manila. 

Greek  System. 

1 

Manila  to  Shanghai. 

Turko -Greek  System. 

De  fils  de  Peel  (Bonins)  k 

Turkish  System. 

Guam. 

Egypto-European  System. 

Commercial  Cable  Co.  of  Cuba.  . 

1 

1,285 

Egyptian  System. 

Coney  Island  (New  York)  to 

Egypto-Indian  System. 

Havana  (Cuba). 

Cape  Town  to  St.  Helena. 

Direct  United  States  Cable  Co ...  . 

2 

3,095 

St.  Helena  to  Ascension  Isl. 

Ballinskellig’s  Bay  (Ireland) 

Ascension  Isl.  to  St.  Vincent. 

to  Halifax  (Nova  Scotia). 

Natal-Australia  System. 

2 

Halifax,  N.  S.,  to  Rye  Beach, 

Europe  and  Azores  Telegraph  Co 

1,053 

N.  H. 

Compagnie  A  llemande  des  Cables 

5 

Western  Union  Telegraph  Co.  .. 

13 

7,478 

Transatlantiques . 

9,553 

Transatlantic  System — Sen- 

Borkuin  Island  to  Azores,  to 

nen  Cove,  near  Penzance, 

Conev  Island,  N.  Y. 

England,  to  Dover  Bay, 

Borkum  Island  to  Vigo,  Spain 

near  Canso,  N.  S. 

Grande  Compagnie  des  Till- 

Dover  Bay,  N.  S.  to  New  York 

Wn 

graphes  du  Nord . 

33 

9,274 

Gulf  of  Mexico  System. 

Cables  in  Europe  and  Asia. 

Compagnie  Francaise  des  Cables 

Deutsch-N iederlandische  Tele- 

32 

12,102 

3 

3,416 

Brest  (France)  to  Cape  Cod, 

Menado  (Celebes)  —  Japan 

Mass. 

(Caroline);  Guam  (Mari- 

Brest  (France)  to  St.  Pierre- 

annes);  Shanghai. 

Miq. 

Osteuropaische  Telegraphenge- 

St.  Pierre  to  Cape  Cod,  Mass. 

1 

185 

Cape  Cod,  Mass.,  to  New  York 

Kilios  (Constantinople) — Con- 

A  frican  Direct  T elegraph  Co . 

10 

3,012 

stantza  (Roumanie). 

Black  Sea  Telegraph  Co . 

1 

337 

Halifax  and  Bermuda  Cable  Co. 

1 

849 

Western  Telegraph  Co . 

28 

18,759 

Indo-European  Telegraph  Co.  . .  . 

3 

23 

Carcavellos,  near  Lisbon  (Por- 

India  Rubber,  Gutta  Percha,  and 

tugal),  to  Madeira,  to  St. 

'Telegraph  W err ks  Co . 

3 

145 

Vincent  (Cape  Verde  Isl. ) , 

Mexican  Telegraph  Co . 

3 

1,528 

to  Pernambuco,  Rio  de 

River  Plate  Telegraph  Co . 

2 

118 

Janeiro,  Santos,  Montevi- 

South  American  Cable  Co . 

2 

1,967 

deo,  Horta  (Azores),  to  St. 

United  States  and  Hayti  Tele- 

Vincent  (Cape  Verde  lsl.). 

graph  and  Cable  Co . 

1 

1 .39 1 

Central  and  South  American  Tel- 

West  African  Telegraph  Co..  .  . 

6 

1,471 

egraph  Co . 

20 

7,500 

West  Coast  of  America  Telegraph 

Companva  '1  elegrafico- '1  ’elefomca 

Co . 

7 

1,979 

del  Plata . 

1 

28 

West  India  &  Panama  Tele- 

Direct  W est  Indio  Cable  Co . 

2 

1,265 

graph  Co . 

22 

4,663 

Bermuda-Turk's  Island,  and 

— 

Turk’s  Island -Jamaica. 

Grand  total . 

403 

204,338 

*  From  the  “World  Almanac”  for  1910,  Copyright.  Reprinted  by  permission. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


243 


RAILROADS  OF  THE  WORLD. 


Miles. 

United  States. . .  .  217,328 

Great  Britain .  97,900 

Russia .  35,336 

Germany .  31,943 

France .  27,285 

India .  25,515 

Austro-Hungary .  23,432 

Canada .  18,397 

Australia .  14,925 

Argentina .  10,479 

Italy .  9,881 

Mexico .  9,660 

Brazil .  9,248 

Spain .  8,447 

Sweden.. .  7,242 

South  Africa .  5,504 

Siberia .  4,965 

Japan .  4,093 

Belgium .  , .  4,047 

Algiers  and  Tunis .  .  .  3,060 


Miles. 

Egypt .  2,903 

Chili .  2,896 

Switzerland .  2,443 

New  Zealand .  2,374 

Holland .  2,035 

Roumania .  1,982 

Turkey  (and  Bulgaria,  &c.) .  1,963 

Denmark .  1,917 

Portugal .  1,402 

Dutch  Indies .  1,392 

Norway .  1,313 

China .  772 

Greece .  667 

Servia .  361 


Total  mileage  of  the  world  (includ¬ 
ing  other  small  countries) .  510,470 


This  is  “  route  mileage.”  “  Track  mileage”  (including double  lines  and  sidings)  is  considerably 
more. 


LONG  RAILWAY  TUNNELS. 


Simplon,  Switzerland-Italy . 12  458 

St.  Gothard,  Switzerland .  9  564 

Mont  Cenis,  Italy-France .  7  1730 

Arlberg,  Austria .  6  404 

Hoosac,  U.  S.  A .  4  1320 

Severn,  Great  Western .  4  624 

Totley,  Midland .  3  950 

Standcdge,  North  Western .  3  62 

Woodhead,  Great  Central .  3  17 

Box,  near  Bath,  Great  Western  (old) .  1  1320 


POPULATION  OF  THE  WORLD. 

The  annual  death  rate  per  1000  population  also  decreases,  especially  among  children.  In 
England  and  Wales  it  is  12.8  (mean  average  previous  years  16.8). 


In  London . 

Paris . 

St.  Petersburg. 

Berlin . 

Vienna . 

Bombay . 

Trieste . 

Antwerp . 


11.9 
17.3 
28.6 

17.2 

20.9 

78.9 

31.2 
13.6 


In  New  York .  18.6 

76  largest  towns  in  United  King¬ 
dom .  13.3 

141  smaller  towns  in  United  King¬ 
dom .  13.6 

Remainder  of  country .  14.5 


DENSITY  OF  POPULATION. 

Egypt  proper  is  the  most  densely  populated  country,  having  750.5  per  square  mile.  Belgium 
comes  next  with  588,  then  Holland.  The  United  Kingdom  has  341.6,  Japan  296.4,  after  which 
come  the  other  European  Countries  down  to  Russia  with  51  and  Sweden  with  29.  The  United 
States  has  only  21.4,  and  the  South  American  Republics  all  less.  Australia  contains  only  1.38 
persons  per  square  mile.  In  England  there  is  an  average  of  just  about  1  person  per  acre. 


Lord  Rayleigh  has  recently  made  some 
interesting  experiments  to  determine  the  colors 
of  the  sea  and  sky.  Other  experimenters, 
such  as  Davy,  Bunsen,  and  Spring,  were  all 
satisfied  that  the  color  of  water  was  blue,  but 
Lord  Rayleigh’s  experiments  have  supplied 
only  limited  confirmation  of  that  view. 


What  appears  to  be  the  intrinsic  cslor  of  the 
sea  he  finds  is  often  due  to  the  color  of  the 
sky  or  is  affected  by  the  color  of  the  bottom. 
With  carefully  distilled  water  he  got  the  same 
blue  color  of  water  as  the  water  from  Capri 
and  Suez,  while  that  from  Seven  Stones  Light¬ 
ship,  off  the  Cornish  coast,  gave  a  full  green. 


244 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


RAILWAY  SPEED  IN  ENGLAND. 


The  Fastest  Running,  without  stoppage,  is  made  by  the  Companies  as  under: — 


Company. 

Train. 

From 

To 

Time. 

Dis¬ 

tance. 

Aver¬ 

age 

Speed 

H.  M. 

Miles. 

1.  8 

Darlington..  . 

York . 

0  43 

441 

61.7 

10.  5 

Forfar . 

Perth . 

0  32 

324 

60.9 

Great  Western . 

10.15 

Paddington  .  . 

Bristol,  via 

Bath . 

2  0 

1181 

59.1 

4.26 

Grantham . 

1  >oncaster. . . 

0  52 

501 

58.2 

6.20 

Marylebone.  . 

Leicester . 

1  52 

1074 

57.6 

3.25 

Andover . 

Vauxhall . 

1  8 

65' 

57.4 

London  and  North  Western . 

8.52 

Willesden. .  .  . 

Birmingham.. 

1  53 

1071 

57.0 

Midland . 

6.  3 

St.  Pancras.  .  . 

Nottingham. .  . 

2  12 

1231 

56.1 

Lancashire  and  Yorkshire . 

11.40 

Liverpool  .  .  . 

Manchester..  . 

0  40 

361 

54.8 

South  Eastern  and  Chatham . 

4.53 

Tonbridge . 

Ashford . 

0  30 

261 

53.0 

5.26 

Ballybrophy.. . 

1  28 

772 

53.0 

Glasgow  and  South  Western  . 

2.  6 

Kilmarnock .  .  . 

Carlisle . 

1  46 

911 

51.8 

London,  Brighton  &  South  Coast. 

5.  0 

Victoria . 

Brighton . 

1  0 

51 

52.0 

9.50 

Liverpool  St. . . 

2  17 

114 

49.9 

North  British . . 

2.  0 

Edinburgh .... 

Berwick . 

1  10 

571 

49.2 

Highland . 

11.  5 

Blair- Atholl. ... 

Perth . 

0  51 

351 

41.4 

The  Longest  Runs  without  Stoppage  are  made  by  the  Companies  as  under: — 


Company 

Train. 

From 

To 

Time. 

Dis¬ 

tance 

Aver¬ 

age 

Speed. 

H. 

M. 

Miles. 

Great  Western . 

10.30 

Paddington . .  . 

Plymouth, 

via  Westbury 

4 

7 

2252 

54.8 

11.15 

Euston . 

Rhyl . 

3 

57 

2091 

53.0 

11.50 

St.  Pancras.  .  . 

Shipley  . 

4 

5 

206  ‘ 

50.4 

Great  Northern . 

2.21 

Wakefield . 

King’s  Cross.. . 

3 

9 

1751 

55.8 

Great  Central . 

3.15 

Marylebone.  .  . 

Sheffield,  via 

Aylesbury...  . 

2 

57 

165 

55.9 

2.17 

Carlisle . 

Perth . 

3 

0 

150| 

50.2 

Great  Eastern . 

1.30j 

Liverpool  St.. . 

N.  Walsham.. 

2 

38 

131 

49.7 

North  Eastern . 

11.17 

Newcastle . 

Edinburgh.  .  . 

2 

18 

1244 

54.1 

4.10 

W  aterloo . 

Bourn ’mo ’thC. 

2 

6 

108 

51.4 

North  British . 

9.30 

Edinburgh .  .  . 

Carlisle . 

2 

11 

981 

45.1 

Glasgow  and  South  Western . 

2.  4 

Kilmarnock.  . 

Carlisle . 

1 

46 

914 

51.5 

London,  Brighton  &  South  Coast. 

11.35 

Clapham  J’ct... 

Fratton . 

1 

52 

812 

45.0 

South  Eastern  &  Chatham . 

9.  5 

Cannon  Street. 

Dover  Pier. . .  . 

1 

38 

764 

46.2 

Lancashire  and  Yorkshire . 

10.52 

Huddersfield. . 

Poulton . 

1 

42 

66 

38.8 

PANAMA,  SUEZ,  AND  CAPE  OF 
GOOD  HOPE  ROUTES. 


The  following  table  gives  the  dis¬ 
tance  from  New  York  to  ports  named 
by  the  routes  specified  : 


From 

Via 

Pan¬ 

ama. 

Via 

Suez. 

Via  Cape 
of  Good 
Hope. 

New  York  to — 
Tientsin . 

10,908 

12,914 

15,063 

Shanghai .... 

10,828 

12,187 

14,446 

Tokyo . 

9,692 

13,019 

15,178 

Manila . 

11,412 

11,435 

13,555 

Melbourne . . . 

9,911 

12,737 

12,206 

There  are  47  steamships  engaged  in 
cable-laying  and  repairing. 


TURBINE  ENGINES. 

At  the  end  of  September,  1909,  there 
were  75  merchant  steamers  and  yachts 
fitted  with  turbine  engines,  represent¬ 
ing  a  gross  tonnage  of  about  292,000 
tons,  and  50  per  cent,  of  the  merchant 
vessels  are  capable  of  a  speed  of  20 
knots  and  upward,  the  largest  being 
as  follows : 

Tonnage.  Flag. 

Mauretania . 31,938 . British 

Lusitania  . 31,550 .  “ 

Carmania  . 19,524 .  “ 

Chiyo  Maru  .  . .  .13,426 . Japanese 

Tenyo  Maru  .  . .  .13,454 . 

Heliopolis  . 10,897 . British 

Cairo  . 10,864 .  “ 


AREA,  POPULATION  AND  COMMERCE  OF  THE  PRINCIPAL  COUNTRIES  OF  THE  WORLD 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


247 


POPULATION  OF  THE  GREATEST  CITIES  IN  THE  WORLD. 


City. 

Country. 

Census 

Year. 

London  . 

England . 

1901 

“  with  Subs . 

1901 

New  York . 

United  States . 

1900 

1901 

Berlin . 

Germany . 

1900 

Chicago . 

U.  S.  A.“. . 

1900 

Vienna . 

Austria . 

1901 

Canton . 

China . 

Est. 

Tokio . 

Japan . 

1900 

Osaka . 

Japan . 

1900 

Philadelphia . 

U.'S.  A . 

1900 

St.  Petersburg . 

Russia . 

1900 

Calcutta . 

India . 

1901 

Constantinople . 

1901 

China . 

Est. 

Moscow . 

Russia . 

1897 

Buenos  Ayres . 

Argentina . 

1900 

Bombay . 

India . 

1900 

Glasgow . 

Scotland . 

1901 

Buda  Pesth . 

Hungary . 

1901 

Hamburg . 

Germany . 

1900 

Liverpool . 

England . 

1901 

Rio  de  Janeiro . 

Brazil . 

1900 

Warsaw . 

Russia . 

1897 

St.  Louis . 

U.  S.  A . 

1900 

Cairo . 

Egypt . 

1897 

Boston . 

U.  S.  A . 

1899 

Naples . 

Italy . 

1900 

Manchester . 

England . 

1901 

Brussels . 

Belgium . 

1899 

Amsterdam . 

Holland . 

1900 

Birmingham . 

England . 

1901 

Sydney . 

N.  S.  W . 

1902 

Madrid . 

Spain .  .  . 

1897 

Barcelona . 

Spain . 

1897 

Madras . 

India . 

1901 

Baltimore . 

U.  S.  A . 

1900 

Rome . 

Italy . 

1904 

Melbourne . 

Victoria . 

1902 

Population. 


4,536,541 

6,581,371 

3,437,200 

2,714,068 

1,884,151 

1,698,575 

1,635,647 

1,600,000 

1.507.642 
1,311,909 
1,293,697 

1.248.643 
1,121,664 
1.125.000 
1,000,000 

988,614 

895,000 

776,843 

760,423 

732,322 

705,738 

685,276 

674,952 

638,209 

575,238 

570,062 

560,892 

544,057 

543,969 

531,611 

523,558 

522,182 

516,010 

512,150 

509,589 

509,346 

508,957 

503,857 

502,610 


LONDON  IN  1910  AND  1920. 


Mr.  E.  Cottrell  has  constructed  curves  of  the  rate  of  increase  of  population  in  large  cities. 
From  these  the  following  table  has  been  compiled,  showing  the  probable  populations  in  future 
years,  if  the  same  rate  of  increase  be  maintained: — 


City. 

Population. 

1900. 

Rate  of 
Increase. 

Est.  Pop. 
1910. 

Est.  Pop. 
1920. 

Greater  London . 

6,652,145 

20.0 

7,490,400 

8,516,256 

London . 

4,589,129 

8.6 

4,967,784 

5,315,528 

Greater  Paris . 

3,599,991 

18.0 

4,139,990 

4,759,589 

Paris . 

2,714,068 

— 

2,967,030 

3,234,063 

Greater  Berlin . 

2,512,253 

19.0 

2,914,517 

3,322,549 

Berlin . 

1,884,157 

12.0 

2,731,820 

3,496,729 

Greater  New  York . 

3,833,999 

37.0 

4,953,000 

6,191,258 

New  York . 

1,850,093 

29.0 

— 

— 

Chicago . 

1,838,735 

54.0 

2,574,229 

3,475,209 

Vienna . 

1,639,811 

11.0 

— 

— 

Philadelphia . 

1,369,632 

23.0 

1,697,400 

2,002,932 

St.  Petersburg . 

1,132,677 

15.5 

1,339,728 

1,500,495 

248 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


DISTANCES  IN  KNOTS  OR  NAUTICAL  MILES. 


Short  Track — Aug.  24  to  Jan.  14,  East. 

Aug.  15  to  Jan.  14,  West. 

Long  Track — Jan.  15  to  Aug.  23,  East. 

Jan.  15  to  Aug.  14,  West. 

EASTBOUND 

WESTBOUND 

Short 

Track 

Long 

Track 

Short 

Track 

Long 

Track 

Ambrose  Channel  Lightship*  and — 

Alexandria,  Egypt . 

4,952 

4,962 

4,945 

4,954 

Antwerp . 

3,323 

3,432 

3,296 

3,389 

Azores  (Ponta  del  Gada) . 

2,227 

2,231 

2,221 

2,230 

Bremen . 

3,563 

3,692 

3,536 

3,629 

Brow  Head . 

2,744 

2,869 

2,717 

2,823 

Cape  Race . 

998 

Cherbourg . 

3,073 

3,i82 

3,046 

3,i39 

Dover .  . 

3,190 

3,299 

3,163 

3,259 

Fastnet . 

2,751 

2,876 

2,724 

2,830 

Fire  Island  Lightship . 

29 

Flushing . 

3,278 

3,387 

3,25i 

3,344 

Genoa . 

4,021 

4,031 

4,013 

4,023 

Gibraltar . 

3,168 

3,178 

3,160 

3,170 

Hamburg . 

3,511 

3,621 

3,485 

3,578 

Havre . 

3,145 

3,246 

3,110 

3,205 

Liverpool  (Landing  Stage) . 

3,033 

3,158 

3,015 

3,124 

Lizard  Point . 

2,929 

3,038 

2,902 

2,995 

London  (Tilbury  Docks) . 

3,257 

3,366 

3,230 

3,326 

Nantucket  Lightship . 

193 

Naples . 

4,116 

4,i26 

3,182 

4,io8 

3,046 

4,118 

3,139 

Needles . 

3,073 

Newfoundland  (Banks  of) . 

935 

Plymouth . 

2,978 

3,087 

2,95i 

3,047 

Queenstown . 

Roche’s  Point . 

2,814 

2,939 

2,787 

2,893 

2,810 

2,935 

2,783 

2,889 

Rotterdam . 

3,327 

3,436 

3,300 

3,393 

Scilly  Islands  (Bishop  Rock) . 

2,880 

2,989 

2,853 

2,946 

Southampton  (Docks) . 

3,095 

3,204 

3,068 

3,161 

Philadelphia  to  Delaware  Breakwater,  88  miles. 
Delaware  Breakwater  and — 

Antwerp . 

3,397 

3,506 

3,379 

3,472 

Fastnet . 

2,825 

2,950 

2,807 

2,913 

Flushing . 

3,352 

3,461 

3,334 

3,427 

Gravesend . . 

3,335 

3,444 

3,313 

3,409 

Liverpool  (Landing  Stage) . 

3,116 

3,241 

3,098 

3,204 

Lizard  Point . 

3,002 

3,111 

2,985 

3,078 

London  (Tilbury  Docks) . 

3,336 

3,445 

3,314 

3,410 

Nantucket  Lightship . 

277 

Newfoundland  (Banks  of) . 

1,009 

Boston  (Dock)  to  Boston  Light,  16  miles. 

Boston  Light  and — 

Antwerp . 

3,161 

3,280 

3,126 

3,233 

Azores  (Ponta  del  Gada) . 

2,064 

2,078 

2.064 

2,078 

Brow  Head . 

2,583 

2,718 

2,548 

2,668 

Gibraltar . 

3,048 

3,062 

3,048 

3,062 

Liverpool  (Landing  Stage.) . 

2,882 

3,017 

2,947 

2,967 

Queenstown . 

2,652 

2,787 

2,617 

2,737 

Montreal  and — 

Antwerp . 

3,150 

3,254 

3,150 

3,254 

Liverpool  (Landing  Stage) . 

2,755 

2,968 

2,755 

2,968 

London  (Tilbury  Docks) . 

3,082 

3,186 

3,082 

3,186 

Quebec . 

155 

Portland  to — 

Halifax . 

326 

Liverpool . 

2,862 

2,985 

2,819 

2,935 

New  Orleans  to — 

Liverpool  (Landing  Stage) . 

4,465 

4,465 

4,465 

4,465 

London  (Tilbury  Docks) . 

4,676 

4.676 

4,676 

4,676 

♦New  York  (Battery)  to  Ambrose  Channel  Lightship,  25  miles. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  249 


THE  FOLLOWING  TABLE  OF  DISTANCES  FROM  LIVERPOOL  TO 
NEW  YORK  AND  FROM  LIVERPOOL  TO  BOSTON. 

LIVERPOOL  TO  NEW  YORK 

Miles  from 

Liverpool  (Rock  Light)  to  Bar  Lightship . 

Bar  Lightship  to  Skerries . 

Skerries  to  Tuskar . 

North  Track 

Dis.  from 
L’pool 

11  11 

50  61 

93  154 

19}  1731 

51  224f 

11  2351 

16  2511 

43  2941 

2530  28241 

164  29881 

30  30181 

8  30261 

16  30421 

South  Track 

Dis.  trom 
L’pool 

11  11 

50  61 

93  154 

191  1731 

51  2241 

11  2351 

16  2511 

43  2941 

2670  29341 

164  30981 

30  31271 

8  31351 

16  31511 

Tuskar  to  Conningbeg  Lightship . 

Conningbeg  Lightship  to  Ballycotton . 

Ballycotton  to  Queenstown  (Roche’s  Point) . 

Queenstown  (Roche’s  Point)  to  Old  Head  of  Kinsale . 

Old  Head  of  Kinsale  to  Fastnet . 

Fastnet  to  Nantucket  Lightship . 

Nantucket  Lightship  to  Fire  Island . 

Fire  Island  to  Ambrose  Lightship . 

Ambrose  Lightship  to  Sandy  Hook . 

Sandy  Hook  to  New  York . 

NEW  YORK  TO  LIVERPOOL 

Miles  from 

New  York  to  Sandy  Hook . 

Sandy  Hook  to  Ambrose  Lightship . 

Sandy  Hook  to  Fire  Island . 

Fire  Island  to  Nantucket  Lightship . 

Nantucket  Lightship  to  Fastnet . 

Fastnet  to  Old  Head  of  Kinsale . 

Old  Head  of  Kinsale  to  Queenstown  (Roche’s  Point).. . . 

Queenstown  (Roche’s  Point)  to  Ballycotton . 

Ballycotton  to  Conningbeg  Lightship . 

Conningbeg  Lightship  to  Tuskar . 

North  Track 

Dis.  from 

N.  Y. 

16  16 

8  24 

30  54 

166  220 

2556  2776 

43  2819 

16  2835 

11  2846 

51  2897 

191  29161 

93  30091 

50  30591 

11  30701 

South  Track 
Dis.  from 
N.  Y. 

16  16 

8  24 

30  54 

166  220 

2681  2901 

43  2944 

16  2960 

11  2971 

51  3022 

191  30411 

93  31341 

50  3184} 

11  31951 

Skerries  to  Bar  Lightship . 

Bar  Lightship  to  Liverpool  (Rock  Light) . 

LIVERPOOL  TO  BOSTON 

Miles  from 

Liverpool  (Rock  Light)  to  Queenstown  (Roche’s  Point).. 

Queenstown  (Roche’s  Point)  to  Fastnet . 

Fastnet  to  Boston  Outer  Light . 

Boston  Outer  Light  to  Boston . 

North  Track 

Dis.  from 
L’pool 

2351  2351 

59  2941 

2567  28611 

81  28704 

South  Track 
Dis.  from 
L’pool 

235}  235} 

59  294} 

2683  2977} 

8}  29864 

.  BOSTON  TO  LIVERPOOL 

Miles  from 

Boston  to  Boston  Outer  Light . 

Boston  Outer  Light  to  Fastnet . 

Fastnet  to  Queenstown  (Roche’s  Point) . 

Queenstown  (Roche’s  Point)  to  Liverpool  (Rock  Light) 

North  Track 

Dis.  from 
Boston 

81  8} 

2597  26051 

59  26641 

2351  29004 

South  Track 

Dis.  from 
Boston 

8}  8} 

2728  2736} 

59  2795} 

235}  30314 

The  Cunard  Line  announces  a  new  21-knot 
25,000-ton  liner  called  the  "  Franconia.” 
This  will  be  run  in  the  winter  of  1910-1911  as 
a  relieving  ship  on  the  New  York-Liverpool 
service. 


It  is  a  curious  fact  that  there  are  a  few 
people  who  spend  their  life  travelling  back 
and  forth  on  their  favorite  steamers.  There 
are  records  of  such  "ocean  boarders”  who 
have  made  243  trips. 


250 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


TABLE  OF  NAUTICAL  MILES. 


N  autical 

Liverpool  to —  miles. 

Montreal  by  south  of  Cape  Race . 2,980 

St.  John,  New  Brunswick,  by  latitude 

41°  N„  longitude  47°  W . 2,940 

Boston . 3,037 

New  York . 3,201 

Philadelphia . 3,341 

Baltimore . 3,476 

Newport  News . 3,350 

New  Orleans . 4,528 

Galveston . 4,706 

London  to — 

Montreal . 3,180 

St.  John,  New  Brunswick . 3,140 

Boston . 3,237 

New  York . 3,412 

Philadelphia. . . 3,541 

Baltimore . 3,676 

Newport  News. . . 3,550 

New  Orleans . 4,675 

Galveston . 4,860 

Antwerp  to — 

Montreal . 3,223 

St.  John,  New  Brunswick . 3,183 

Boston . 3,280 

New  York . 3,455 

Philadelphia . 3,584 

Baltimore . 3,719 

Newport  News . 3,593 

New  Orleans . 4,718 

Galveston . 4,903 

Hamburg  to — 

Montreal . 3,493 

St.  John,  New  Brunswick . 3,453 

Boston . 3,550 

New  York . 3,725 

Philadelphia . 3,854 

Baltimore . 3,989 

Newport  News . 3,863 

New  Orleans . 4,988 

Galveston . 5,173 

Havre  to — 

Montreal . 3,022 

St.  John,  New  Brunswick .  .  .2,982 

Boston . 3,079 

New  York . 3,254 

Philadelphia . 3,383 

Baltimore . 3,518 

Newport  News . 3,392 

New  Orleans . 4,517 

Galveston . 4,702 

Trieste  to — 

Montreal,  Cape  St.  Vincent,  and  Cape 

Race,  direct . 4,907 

St.  John,  New  Brunswick,  Cape  St. 


New  York,  Cape  St.  Vincent,  direct. .  .4,902 

Philadelphia . 5,050 

Baltimore . 5,187 

Newport  News . 5,061 

New  Orleans . 6,270 

Galveston . 6,440 

As  tables  vary  according  to  the  method  of 


computation  all  the  standard  tables  are  given. 


Germany  exports  at  least  500,000,000  post¬ 
cards. 


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252 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


WEIGHTS  AND  MEASURES. 


LINEAR  MEASURE. 


3  barleycorns,  or  . . . 

13  lines,  or . 

72  points,  or . 

1,000  mils  (mi.) . 

3  inches . 

4  inches . 

9  inches . 

12  inches . 

18  inches . 

3  feet . 

2£  feet . 

5  feet . 

2  yards . . 

5J  yards. 

66 


|  1  inch  (in.) 

.  1  palm 
.  1  hand 
. 1  span 
.  1  foot  (ft.) 

.  1  cubit 
.  1  yard  (yd.) 

.  1  military  pace 
.  1  geometrical  pace 
.  1  fathom 

.  1  rod,  pole,  or  perch 


feet,  or .  \  1  Gunter’s  chain 

4  rods . J 

40  poles,  or . 1  1  furlong  (fur.) 

220  yards . J 

8  furlongs,  or .  ) 

1,760  yards,  or .  }  1  mile 

5,280  feet .  J 

3  miles . 1  league 

The  hand  is  used  to  measure  horses’  height. 
The  military  pace  is  the  length  of  the  ordinary 
step  of  a  man.  One  thousand  geometrical 
paces  were  reckoned  to  a  mile. 

LAND  MEASURE  (LINEAR). 

inches . 1  link 


100 

links,  or . 

.  .  .  ) 

66 

feet,  or . 

•  ■  •  l 

22 

yards,  or . 

.  .  . 

4 

poles . 

...  1 

10 

chains . 

80 

chains,  or . 

...  \ 

8 

furlongs . 

...  f 

LAND  MEASURE  (SQUARE). 

144  sq.  inches... .  1  square  foot  (sq.  ft.) 

9  square  feet. .  1  square  yard  (sq.  yd.) 
30J  sq.  yards..  .  .  1  sq.  pole,  rod,  or  perch 
16  sq.  poles.  ...  1  square  chain  (sq.  eh.) 
40  sq.  poles,  or  1  j  sq  rood 
1,210  sq.  yards....  / 

4  roods,  or. .  .  .  | 

10  sq.  chs.,  or...  | 

160  sq.  poles,  or.  )  1  acre* 

4,840  sq.  yds.,  or...  I 

43,560  sq.  ft . I 

640  acres,  or. ...  |  i  „„  m:i 

3,097,600  sq.  yds . /  Q'  ® 

30  acres . 1  yard  of  land 

100  acres . 1  hide  of  land 

40  hides . 1  barony 

*  The  side  of  a  square  having  an  area  of  an 
acre  is  equal  to  69.57  linear  yards. 

CUBIC  MEASURE. 

1,728  cubic  inches . 1  cubic  foot 

27  cubic  feet . 1  cubic  or  solid  yard 

DRY  MEASURE,  U.  8. 

Cu.  In. 

2  pints . 1  quart  (qt.)  =  67.20 

4  quarts . 1  gallon  (gal.)  =  268.80 

i!±r.orv::::}1>>“k  - 537 M 

4  pecks . 1  struck  bushel  =  2150. 42 


LIQUID  MEASURE,  U.  8. 


Cu.  In. 

4  gills . 1  pint  (O.)  =  28.875 

2  pints . 1  quart  (qt.)  =  57.75 

4  quarts . 1  gallon  (gal.)  =231 

63  gallons . 1  hogshead  (hhd.) 

2  hogsheads . 1  pipe  or  butt 

2  pipes . .  1  tun 


APOTHECARIES’  LIQUID  MEASURE. 


Apothecaries’  or  Wine  Measure  is  used  by 
pharmacists  of  this  country.  Its  denomina¬ 
tions  are  gallon,  pint,  fluid  ounce,  fluid 
drachm,  and  minim,  as  follows: 

Cong.  O.  F.  Oz.  F.  Dr.  Minims 
1  =  8  =  128  =  1,024  =  61,440 

1  =  16  =  128  =  7,680 

1  =  8  =  480 

1  =  60 

1 


The  Imperial  Standard  Measure  is  used  by 
British  pharmacists.  Its  denominations  and 
their  relative  value  are: 


Gal.  Quarts.  Pints.  F.  Oz.  F.  Dr.  Minims 
1  =  4  =  8  =  160  =  1,280=  76,800 

1  =  2  =  40  =  320=  19,200 

1  =  20  =  160=  9,600 

1  =  8=  480 

1=  60 

The  relative  value  of  United  States  Apothe¬ 
caries’  and  British  Imperial  Measures  is  as 
follows : 

/—Imperial  Measure.— s 


U.  S. 

Apothe-  v  ** 

caries’  c  ® 

Measure.  pH  pcj 

1  Gallon  =  .83311  Gallon,  or  6  13 

1  Pint  =  .83311  Pint,  or  16 

1  FI.  Oz.  =  1.04139  FI.  Oz..  or  1 
1  FI.  Dr.  =  1.04139  FI.  Dr.  or 
1  Minim  =1.04139  Minim,  or 


2  22.85 
5  17.86 
0  19.86 
1  2.48 

1.04 


OLD  WINE  AND  SPIRIT  MEASURE. 

Imperial 

4  gills  or  quarterns..  .  1  pint  Gals. 

2  pints . 1  quart 

4  quarts  (231  cu.  in.) .  1  gallon  =  .8333 


10  gallons . 

.  .  .  .  1  anchor  =  8.333 

18  gallons . 

.  1  bunlet  =  15 

311  gallons . 

.  .  .  .  1  barrel  —  26.25 

42  gallons . 

.1  tierce  =  35 

63  gallons,  or . 

2  barrels . 

•  |  1  hogshead  —  52.5 

84  gallons,  or . 

1J  hogsheads . 

•  |  1  puncheon—  70 

126  gallons,  or . 

2  hogsheads,  or. . 

•  l  1  pipe  or  =105 
butt 

li  puncheons . 

2  pipes  or . 

3  puncheons . 

■  i  1  tun  =  210 

Apothecaries’  Weight  is  the  official  standard 
of  the  United  States  Pharmacopceia.  In 
buying  and  selling  medicines  not  ordered  by 
prescriptions  avoirdupois  weight  is  used. 


Lb. 

Oz. 

Dr. 

Scr. 

Gr. 

1 

=  12 

=  96  = 

288  = 

5760 

1 

=  8  = 

24  = 

480 

1  = 

3  = 

60 

1  = 

20 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


253 


WEIGHTS  AND  MEASURES — Continued 


Avoirdupois  Weight. — Used  for  weighing 
all  goods  except  those  for  which  troy  and 
apothecaries’  weight  are  employed. 

Gross 
or  Long 

Ton.  Cwt.  Qr.  Lb.  Oz.  Dr. 

1  =  20  =  80  =  2,240  =  35,840  =  573,440 
1  =  4  =  112  =  1,792  =  28,672 

1  =  28  =  448  =  7,168 

1  =  16  =  256 

1  =  16 

Short 
or  Net 

Ton.  Cwt.  Qr.  Lb.  Oz.  Dr. 

1  =  20  =  80  =  2,000  =  32,000  =  512,000 

1=  4  =  100  =  1,600  =  25.600 

1  =  25  =  400  =  6,400 

1  =  16  =  256 

1  =  16 


Avoirdupois. 

r-Troy.— , 

Lb. 

Oz. 

Dwt. 

Gr. 

1  long  ton  equals.. . 

2722 

2 

13 

8 

1  cwt,  equals . 

136 

1 

6 

16 

1  quarter  equals . . . 

34 

0 

6 

16 

1  pound  equals.  .  .  . 

1 

2 

11 

16 

1  ounce,  equals . 

0 

18 

5i 

3H 

1  drachm  equals .  . . 

0 

1 

Avoirdupois. 

—Troy.— 

Lb. 

Oz. 

Dwt, 

Gr. 

1  short  ton  equals.. 

. . 2430  6 

13 

8 

1  cwt.  equals . 

.  .  121  6 

6 

16 

1  quarter  equals  .  . 

.  .  30  4 

11 

16 

Avoirdupois. 

—Apothecaries’.- 

Lb. 

Oz. 

Dr. 

Scr. 

Gr. 

1  pound  equals.  . .  . 

.  1 

2 

4 

2 

0 

1  ounce  equals . 

.  0 

0 

7 

0 

17A 

1  drachm  equals. .  . 

.  0 

0 

0 

1 

7  i  1 

•  J7 

The  “short”  ton  of  2,000  lbs.  is  used  com¬ 
monly  in  the  United  States.  The  British  or 
"long”  ton.  used  to  some  extent  in  the  United 
States,  contains  2,240  lbs.,  corresponding  to  a 
cwt.  of  112  and  a  quarter  of  28  lbs. 


Troy  Weight. — Used  by  jewelers  and  at  the 
mints,  in  the  exchange  of  the  precious  metals. 

Lb.  Oz.  Dwt.  Gr. 

1  =  12  =  240  =  5760 

1  =  20  =  480 

1  =  ?4 

700  troy  grains  =  1  lb.  avoirdupojs. 

175  troy  pounds  =144  lb.  avoirdupois. 

175  troy  ounces  =192  oz.  avoirdupois. 

437£  troy  grains  =  1  oz.  avoirdupois. 

1  troy  pound  =.8228  + lb.  avoirdupois. 

The  common  standard  of  weight  by  which 
the  relative  values  of  these  systems  are  com¬ 
pared  is  the  grain,  which  for  this  purpose  may 
be  regarded  as  the  unit  of  weight.  The  pound 
troy  and  that  of  apothecaries’  weight  have 
each  five  thousand  seven  hundred  and  sixty 
grains;  the  pound  avoirdupois  has  seven 
thousand  grains. 


The  relative  proportions  and  values  of  these 
several  systems  are  as  follows: 


Troy. 

1  pound  equals.  . 

1  ounce  equals.. .  . 
1  dwt.  equals. . . . 
Troy. 

1  pound  equals. . . 
1  ounce  equals.. .  . 

1  dwt.  equals . 

1  grain  equals 
Apothecaries’. 

1  pound  equals.  .  . 
1  ounce  equals.. .  . 
1  drachm  equals. . 
1  scruple  equals.  . 
Apothecaries’. 

1  pound  equals .  . 

1  ounce  equals  . .  . 
1  drachm  equals. 
1  scruple  equals'.  . 


Avoirdupois. 
Oz.  Dr. 

.  13  2.65 

.  1  1.55 

.  0  0.877 

, — Apothecaries’. — . 
Lb.  Oz.  Dr.  Sc.  Gr. 
1  0  0  0  0 

0  1.0  0  0 

0  0  0  1  4 

0  0  0  0  1 

Avoirdupois. 
Oz.  Dr. 

. 13  2.65 

.  1  1.55 

.  0  2.19 

.  0  0.73 

—Troy.— 

Lb.  Oz.  Dwt.  Gr. 
.  . ..  1  0  0  0 

.  .  .  .  0  1  0  0 

. . . .  0  0  2  12 

. . . .  0  0  0  20 


DIAMOND  MEASURE. 

16  parts  =1  grain  =  0.8  troy  grain. 
4  grains  =1  carat  =  3.2  troy  grains. 


TIME. 


The  unit  of  time  measurement  is  the  same 
among  all  nations.  Practically  it  is  1/86400  of 
the  mean  solar  day,  but  really  it  is  a  perfectly 
arbitrary  unit,  as  the  length  of  the  mean  solar 
day  is  not  constant  for  any  two  periods  of 
time.  There  is  no  constant  natural  unit  of 
time. 


1  minute  =60  seconds. 

1  hour  =60  minutes,  3600  sec¬ 

onds. 

=  24  hours,  1440  minutes, 
86,400  seconds. 

=  86164.1  seconds. 

=  27.321661  mean  solar 
days  (average). 

=  29.530589  mean  solar 
days  (average). 

=  27.544600  mean  solar 
days  (average). 

=  27.321582  mean  solar 
days  (average). 

=  27.212222  mean  solar 
days  (average.) 

=  365  d.  5  h.  48  m.  46.045 
s.  with  annual  varia¬ 
tion  of  0.00539. 

The  change  in  the  length  of  the  mean  side¬ 
real  day,  i.e.,  of  the  time  of  the  earth’s  rota¬ 
tion  upon  its  axis,  amounts  to  0.01252  s.  in 
2400  mean  solar  years. 


1  day 

1  sidereal  day 
1  sidereal  month 

1  lunar  month 

1  anomalistic  month  = 

1  tropical  month 

1  nodical  month 

Mean  solar  year 


ANGULAR  MEASURE 
60  seconds  =  1  minute 
60  minutes  =  1  degree 
60  degrees  =  1  sextant 
90  degrees  =  1  right  angle  or  quadrant 
360  degrees  =  1  circle 

GEOGRAPHICAL  MEASURE 
6087.15  feet  =  1  geographical  mile 

1 . 15287  statute  miles  =  1  geographical 
mile 

60  geographical  miles  =  1  degree  of 

longitude  at  the  Equator 
69.168  statute  miles  =  1  degree  of  lon¬ 
gitude  at  the  Equator 
360  degrees  =  circumference  of  earth 

at  the  Equator 


254 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


WEIGHTS  AND  MEASURES — Continued 


NAUTICAL  MEASURE 

6  feet  =  1  fathom 

120  fathoms  =  1  cable  length 

6080.27  feet  =  1  nautical  mile 
100J  fathoms  =  1  nautical  mile 

1 . 15157  statute  miles  =  1  nautical  mile 
3  nautical  miles  =  1  league 

1  knot  =  a  speed  of  1  nautical  mile 

per  hour 

In  the  United  States  the  nautical  mile  is 
defined  to  be  one  sixtieth  part  of  the  length 
of  a  degree  of  a  great  circle  of  a  sphere  whose 
surface  is  equal  in  area  to  the  area  of  the 
surface  of  the  earth.  In  France,  Germany 
and  Austria  the  nautical  mile  has  a  length  of 
6,076.23  feet.  In  England  the  nautical  mile 
is  6,080  feet. 

Miles  at  sea  are  understood  to  be  nautical 
miles.  Therefore  it  is  no  more  necessary  to 
say  “nautical”  miles  when  speaking  of  a  sea 
distance  than  to  say  “statute”  miles  when 
speaking  of  a  land  distance. 

Landsmen  are  apt  to  confuse  knots  with 
nautical  miles.  A  knot  is  not  a  measure  of 
distance  but  a  measure  of  speed,  and  the  only 
measure  of  speed  in  the  English  language. 
When  speaking  of  a  vessel  that  travels,  say 
20  knots,  we  mean  that  the  vessel  is  travel¬ 
ing  at  a  speed  of  20  nautical  miles  per  hour; 
but  the  distance  covered  may  be  one  nautical 
mile  or  a  thousand,  depending  upon  the  length 
of  time  during  which  the  20-knot  speed  is 
maintained.  Only  landsmen  use  the  ex¬ 
pression  “knots  per  hour.”  The  “per  hour” 
is  superfluous  and  incorrect. 


Following  is  a  list  of  the  lighthouses  from 
Bremerhaven  to  Dover;  figures  expressed  in 
sea  miles.  There  is  no  table  in  existence 
which  exactly  corresponds  with  the  excellent 
tables  which  we  give  from  Fastnet  Light  to 
Flushing. 


Hoheweg-Lighthouse .  17 

Rothesand-Lighthouse .  26 

Weser-Lightship .  35 

Borkum  Lightship .  100 

Terschelling  Lightship .  146 

Dover .  340 


PERPETUAL  CALENDAR. 

To  find  the  day  of  the  week  for  any  given 
date. 

1.  Take  the  last  two  figures  of  the  year, 
add  of  them  (neglecting  remainder).  Thus: 
1949  =  40+12  =  61. 

2.  Add  for  the  month,  if  for  Jan.  or  Oct., 
1;  May,  2;  Aug.,  3;  Feb.,  Mar.,  or  Nov.,  4; 
June,  5;  Sept,  or  Dec.,  6;  April  or  July,  0;  if 
leap  year  (that  is,  if  it  be  divisible  by  4  without 
remainder)  Jan.,  0;  Feb.,  3. 

3.  Add  day  of  month. 

Divide  the  sum  of  these  three  by  7,  and 
remainder  gives  the  number  of  the  day  of  the 
week. 

Thus : — 

What  day  of  the  week  is  15th  July,  1908? 

1.  8  +  2  =10 

2.  July  =  0 

3.  15th  =  15 


25  =  7  X  3+4. 

4th  day  of  the  week  =  Wednesday. 

What  day  of  the  week  was  December  25th, 
1905? 

1.  5  +  1  =6 

2.  Dec.  =  6 

3.  25th  =25 


37  =  7  X  5+2. 

2nd  day  of  the  week  =  Monday. 

The  above  only  applies  to  20th  Century. 
For  19th  Century,  add  2,  for  21st  Century, 
add  6,  18th  Century,  4,  but  before  1752  the 
“old  style”  was  used. 

DISTANCES  IN  DETAIL  OF  AMERICAN 
LIGHTS. 

Knots. 


New  York  to  Sandy  Hook. . .  18 

Sandy  Hook  to  Ambrose  Lightship .  8 

Ambrese  Lightship  to  Fire  Island .  30 

Fire  Island  to  Hhinneaock .  35 

Shinnecock  to  Nantucket  Lightship .  122 


TABLE  FOR  CONVERTING  NAUTICAL  MILES  TO  STATUTE  MILES. 


Nauti- 

tical 

Miles 

Statute 

Miles 

Nauti¬ 

cal 

Miles 

Statute 

Miles 

Nauti- 

tical 

Miles 

Statute 

Miles 

I  Nauti¬ 
cal 

M  .les 

Statute 

Miles 

1 

1.152 

14 

16.122 

27 

31.092 

40 

46.063 

2 

2.303 

15 

17.274 

28 

32.244 

41 

47.214 

3 

3.455 

16 

18.425 

29 

33.396 

42 

48.366 

4 

4.606 

17 

19.577 

30 

34.547 

43 

49.518 

5 

5.758 

18 

20.728 

31 

35.699 

44 

50.670 

6 

6.909 

19 

21.880 

32 

36.850 

45 

51.821 

7 

8.061 

20 

23.031 

33 

38.002 

46 

52.972 

8 

9.213 

21 

24. 183 

34 

39.153 

47 

54.124 

9 

10.364 

22 

25.335 

35 

40.305 

48 

55.275 

10 

11.516 

23 

26.486 

36 

41.457 

49 

56.427 

11 

12.667 

24 

27.638 

37 

42.608 

50 

57.578 

12 

13.819 

25 

28.789 

38 

43.760 

13 

14.970 

26 

29.941 

39 

44.911 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


255 


DECIMAL  SYSTEM— WEIGHTS  AND  MEASURES. 


A  meler  is  one  ten-millionth  of  the  distance 
from  the  equator  to  the  North  Pole. 


The  metric  system,  formed  on  the  meter  as 
the  unit  of  length,  has  four  other  leading  units, 
all  connected  with  and  dependent  upon  this. 
The  are,  the  unit  of  surface,  is  the  square  of 
ten  meters.  The  liter,  the  unit  of  capacity, 
is  the  cube  of  a  tenth  part  of  the  meter.  The 
stere,  the  unit  of  solidity,  has  the  capacity  of 
a  cubic  meter.  The  gram,  the  unit  of 
weight,  is  the  weight  of  that,  quantity  of  dis¬ 
tilled  water  at  its  maximum  density  which 
fills  the  cube  of  a  hundredth  part  of  the  meter. 
Each  unit  has  its  decimal  multiple  and  sub¬ 
multiple,  that  is,  weights  and  measures  ten 
times  larger  or  ten  times  smaller  than  the 
principal  unit.  The  prefixes  denoting  the 
multiples  are  derived  from  the  Greek,  and 
are  deca,  ten;  hecto,  hundred;  kilo,  thousand ; 
and  myria,  ten  thousand.  Those  denoting 
sub-multiples  are  taken  from  the  Latin,  and 
are  deci,  ten;  centi,  hundred;  milli,  thousand. 


Relative  Value. 

Length. 

Surface. 

Capacity. 

Solidity. 

Weight. 

10,000 . 

Myriameter 

Kilometer 

Hectometer 

Decameter 

Meter 

Decimeter 

Centimeter 

Millimeter 

1,000 . 

100 . 

Kiloliter 

Hectoliter 

Decaliter 

Liter 

Deciliter 

Centiliter 

Milliliter 

Kilogram 

Hectogram 

Decagram 

Gram 

Decigram 

Centigram 

Milligram 

Hectare 

10 . 

Dekastere 

Stere 

Decistere 

Are 

Deciare 

Centiare 

0.1 . 

0.01 . 

0.001 . 

APPROXIMATE  EQUIVALENTS  OF  THE  FRENCH  (METRIC)  AND 

ENGLISH  MEASURES. 


I  yard . 

I I  meters .  . 

To  convert  meters  into  yards . 

1  meter=  1.1  yd. ;  3.3  ft . 

1  meter,  by  the  Standards  Commission. 

1  meter,  by  the  Act  of  1878 . 

1  foot . 

1  inch . 

1  mile . 

1  kilometer . 

1  chain  (22  yards) . 

5  furlongs  (1,100  yards) . 

1  square  yard . 

1  square  meter . 

1  square  inch . 

1  square  mile  (040  acres) . 

1  acre  (4840  square  yards) . 

1  cubic  yard . 

1  cubic  meter . 

1  cubic  meter . 

1  cubic  meter  of  water . 

1  kilogram . 

1,000  kilograms . 

1  metric  ton . 

I  long  hundredweight.  . 

1  United  States  hundredweight . 


H  meter. 

12  yards. 

Add  Ath. 

j  3  ft.  3£  inches  (Hath  less), 
j  40  inches  ( 1.6  per  cent  less). 

=  39.38203  inches. 

=  39.37079  inches. 

3  decimeters  (more  exactly  3.048). 

25  millimeters  (more  exactly  25.4). 

1.6  or  ljl  kilometers  (more  exactly  1.60931) 
£  of  a  mile. 

20  meters  (more  exactly  20.1165). 

1  kilometer  (more  exactly  1.0058). 

®  square  meter  (more  exactly  .8361). 
j  10J  square  feet. 

)  1J  square  yards. 

6£  square  centimeters  (more  exactly  6.45) 
260  hectares  (0.4  per  cent  less). 

4000  square  meters  (1.2  per  cent  more), 
f  cubic  meter  (2  per  cent  more). 

1£  cubic  yards  (1£  per  cent  less). 

35£  cubic  feet  (.05  per  cent  less). 

1  long  ton  nearly. 

2.2  pounds  fully. 

|  1  long  ton  nearly. 

51  kilograms  nearly. 

45£  kilograms  nearly  . 


METRIC  MEASURES. 


256 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


257 


KILOMETRES  AND  MILES 


Kil. 

Miles. 

Kil. 

Miles. 

Kil. 

Miles. 

Kil. 

Miles. 

1  = 

about  5 

29  = 

about 

18 

57  = 

about  36.1 

85  = 

about 

53.3 

2 

H 

30 

4  4 

18$ 

58 

4  4 

36.7 

86 

4  4 

54 

3 

D 

31 

19.7 

59 

4  4 

37.3 

87 

44 

545 

4 

2$ 

32 

20 

60 

44 

38 

88 

44 

55.2 

5 

3.1 

33 

4  4 

205 

61 

4  4 

3S.9 

89 

4  4 

55 

6 

3i 

34 

21.2 

62 

39.2 

90 

4  4 

56$ 

7 

4.7 

35 

211 

63 

4  4 

39} 

91 

56} 

8 

5 

36 

4  4 

22$ 

64 

41 

40.4 

92 

4  4 

57.4 

9 

51 

37 

23  1 

65 

44 

41 

93 

44 

58 

10 

6.2 

38 

“ 

23.7 

66 

4  4 

41.9 

94 

4  4 

58  1-5 

11 

61 

39 

4  < 

24.3 

67 

44 

42.2 

95 

44 

59$ 

12 

74 

40 

24.8 

68 

4  4 

42f 

96 

4  4 

59  5-6 

13 

8.1 

41 

25  1-3 

69 

4  4 

43 

97 

4  4 

60$ 

14 

l  4 

8.7 

42 

4  4 

26$ 

70 

4  4 

43.9 

98 

4  4 

61.1 

15 

9.3 

43 

44 

27.1 

71 

4  4 

44.2 

99 

44 

61.8 

16 

10 

44 

4  4 

27$ 

72 

4  4 

441 

100 

4  4 

62.1 

17 

4  ( 

10.9 

45 

4  4 

28.7 

73 

4  4 

45$ 

200 

44 

124.3 

18 

11.2 

46 

4  4 

29 

74 

4  4 

46 

300 

4  4 

186 

19 

4  4 

111 

47 

4  4 

29| 

75 

4  4 

46.6 

400 

4  4 

248$ 

20 

12.4 

48 

30.2 

76 

4  4 

47} 

500 

4  4 

310.7 

21 

4  4 

13 

49 

“ 

30} 

77 

4  4 

47  5-6 

600 

4  4 

372.8 

22 

4  1 

13.6 

50 

4  4 

3 1  5 

78 

4  4 

48$ 

700 

4  4 

435 

23 

144 

51 

4  4 

32.7 

79 

4  4 

49.1 

800 

4  4 

497M 

24 

44 

14  5-6 

52 

“ 

33 

80 

4  4 

49.6 

900 

4  4 

559.1 

25 

4  4 

154 

53 

4  4 

331 

81 

4  4 

50$ 

1000 

44 

621.8 

26 

4  4 

16.1 

54 

1  4 

34.2 

82 

4  4 

51$ 

27 

4  4 

16$ 

55 

“ 

34f 

83 

4  4 

52.1 

28 

4  4 

17.7 

56 

35$ 

84 

4  4 

52.7 

TIME. 

Length  of  seconds  pendulum. 

London 
Paris 
New  York 
Equator 
N.  &  S.  Poles- 


39  1393  in.  =  994' 1232  mill. 
39M293  in.  -  993  817  mill. 
39M012  in.  =  993  168  mill. 
39-0466  in.  =  991  03  mill. 
39  2463  in.  =  996'  10  mill, 


?4  seconds  pendulum  (London)  2'4462  in. 

1  hour  =  3,600  seconds. 

24  hours  =  1,440  minutes  =  86,400  seconds. 

Sidereal  day  =  23  h.  56  m.  4s.  '090  of  mean  solar  time. 
Mean  Solar  day  =  24  h.  3  m.  56  s.  "556  of  Sidereal  time. 


Tropical  year . 

Sidereal  year . 

Anomalistic  year . 

Means  Synodic  month . 

Sidereal  month . 

Tropical  month  (equinox  to  equinox) 

Anomalistic  month . 

Draconitic  month . 


Underpaid  letters,  or  insufficient 
prepaid  matter  of  other  kinds,  includ¬ 
ed  in  the  International  Postal  Union, 
are  chargeable  at  double  the  amount 
of  the  original  postage. 

Guide  books  and  other  printed  mat¬ 
ter  can  be  sent  back  at  moderate  ex¬ 
pense  by  means  of  parcels  post.  It 
should  be  remembered  that  souvenir 
postcards  which  are  made  of  wood, 
leather,  etc.,  are  not  mailable  except 
at  merchandise  rates, 


r>. 

H. 

M. 

s. 

=  365 

5 

48 

4551 

=  365 

6 

9 

8-97 

=  365 

6 

13 

48  09 

=  29 

12 

44 

2-864 

27 

7 

43 

1P545 

=  27 

7 

43 

4-68 

=  27 

13 

IS 

37-44 

=  27 

5 

5 

3581 

the  fiscal 

year 

which 

ended 

.Tune  30,  1909,  there  were  494,811 
trans-Atlantic  departures,  of  whom 
179,461  were  cabin  passengers  and 
315,350  were  passengers  other  than 
cabin.  In  1870  the  number  of  depart¬ 
ing  passengers  was  78,040,  of  which 
number  33,560  were  cabin  passengers. 
These  figures  are  interesting  as  show¬ 
ing  the  enormous  growth  of  trans- 
Atlantic  business. 


25S 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


GUN  SALUTES. 

President  .  21 

President  of  Foreign  Republic.  .  21 

Member  of  Royal  Family .  21 

Ex-President .  21 

Vice-President  .  1!) 

Ambassador  of  United  States  (in 
waters  of  country  to  which  he 

is  accredited) .  19 

Secretary  of  the  Navy .  17 

Assistant  Secretary  of  the  Navy.  15 

Cabinet  Officer .  17 

Chief  Justice  .  17 

Governor-General  of  U.  S.  Islands  17 
Governor  of  State,  Territory,  or 

U.  S.  Islands .  17 

President  pro  tempore  of  Senate.  17 
Speaker  of  House  of  Representa¬ 
tives  .  17 

Committee  of  Congress .  17 

Envoy  Extraordinary .  15 

Minister  Resident,  or  Diplomatic 

Representative  .  13 

Charge  d’Affaires .  11 

Consul-General  .  9 

Consul  .  7 

Vice-Consul  .  5 

Admiral  of  the  Navy .  17 

General  .  17 

Vice-Admiral  .  15 

Lieutenant-General  .  15 

Rear-Admiral  .  13 

Major-General,  United  States 

Army  .  13 

Commodore  .  11 


INFORMATION  IN  REGARD  TO 

RELATIVE  GRADES  IN  TIIE 

LINE  OF  THE  NAVY  CORRE¬ 
SPONDING  WITH  THOSE  OF- 

THE  ARMY. 

(1)  Extract  from  Regulations  for 
Army  and  Navy,  1909 : 

25.  (1)  The  relative  rank  between 

officers  of  the  Navy,  whether  on  the 
active  retired  list,  and  officers  of  the 
Army  and  of  the  Marine  Corps,  shall 
be  as  follows,  lineal  rank  only  being 
considered  : 

(a)  Admiral  shall  rank  with  Gen¬ 

eral. 

(b)  Rear-Admiral  with  Major- 

General. 

(c)  Commodore  with  Brigadier- 

General. 

(d)  Captain  with  Colonel. 

(e)  Commander  with  Lieutenant- 

Colonel. 

(f)  Lieutenant  -  Commander  with 

Major. 

(g)  Lieutenant  with  Captain. 

(h)  Lieutenant  (junior  grade)  with 

First  Lieutenant. 

(i)  Ensign  with  Second  Lieuten¬ 

ant  (sec.  14GG,  R.  S.), 


CONTINENTAL  PUBLIC 
HOLIDAYS. 

There  are  no  “Bank  Holidays”  in  the 
countries  named  below,  but  the  dates 
given  are  usually  observed  as  public  hol¬ 
idays,  and  business  is  more  or  less  sus¬ 
pended,  and  museums  and  galleries 
closed. 

Belgium. — New  Year's  Day,  Jan.  1  ; 
Easter  Monday,  April  12 ;  Ascension 
Day,  May  20 ;  Whit  Monday,  May  31  ; 
National  Fete,  July  21  :  Assumption, 
Aug.  15 ;  All  Saints'  Day,  Nov.  1  ; 
Christmas  Day,  Dec.  25. 

France. — New  Year’s  Day,  Jan.  1  ; 
Easter  Monday,  April  12 :  Ascension 
Day.  May  20;  Whit  Monday,  May  31; 
National  Fete,  July  14  ;  Assumption, 
Aug.  15 ;  All  Saints’  Day,  Nov.  1  ; 
Christmas  Day,  Dec.  25. 

Germany. — New  Year's  Day,  Jan.  1 ; 
also  Jan.  6  at  Dresden  ;  Leipsic  Whole¬ 
sale  Fair,  March  4;  March  18  (at  Dres¬ 
den)  ;  Good  Friday,  April  9  ;  Easter 
Monday,  April  12;  Leipsic  Easter  Fair, 
April  7  ;  Ascension  Day,  May  20  ;  Whit 
Monday.  May  31  ;  Leipsic  Mich.  Fair, 
Aug.  25 ;  Day  of  Prayer,  Nov.  18 ; 
Christmas  Day,  Dec.  25  ;  Boxing  Day, 
Dec.  26. 

Italy. — New  YTear’s  Day,  Epiphany, 
Ascension  Day,  Corpus  Domini,  June 
10;  SS.  Peter  and  Paul,  June  29;  As¬ 
sumption,  Aug.  15 ;  Birth  of  Virgin, 
Sept.  8 ;  Occupation  of  Borne,  Sept.  20  ; 
All  Saints’  Day.  Nov.  1  ;  S.  Ambroglio, 
Dec.  7  :  Conception,  Dec.  8 ;  Christmas 
Day,  Dec.  25  ;  Boxing  Day,  Dec.  26. 

SrAiN.— New  Year's  Day.  Ash  Wednes¬ 
day,  Maundy  Thursday,  Good  Fri¬ 
day.  Resurrection  and  Ascension  Days, 
Whit  Monday,  Corpus  Christi ;  also  Jan. 
6,  Feb.  2,  March  19,  25.  June  24,  29, 
July  25,  Aug.  15,  Sept.  8,  24,  Nov.  1, 
Dec.  8,  25,  26. 

Switzerland. — New  Year's  Day,  Jan. 
1  ;  Good  Friday,  April  9  ;  Easter  Mon¬ 
day,  April  12;  Ascension  Day  (Zu¬ 
rich  Canton),  May  20;  Whit  Monday, 
May  31  ;  National  Fete,  Sept.  19 : 
Christmas  Day,  Dec.  25,  and  Dec.  26 
(Zurich  Canton). 

POSTCARDS. 

Postcards  can  be  obtained  all  over 
Europe.  They  save  fatigue  of  letter¬ 
writing  and  usually  satisfy  the  recipi¬ 
ent.  Some  are  highly  artistic,  while 
some  are  very  bad.  The  ones  in  mono¬ 
chrome  are  recommended.  A  collec¬ 
tion  of  them  is  always  gratifying  on 
return  to  home.  A  collection  of  1,000 
cards  could  easily  be  made  on  a  fairly 
short  trip.  Postcard  albums  can  be 
bought  at  home  and  should  not  be 
bought  abroad. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


259 


THE  FIRST  ATLANTIC  CABLE. 

August  5th  of  1908  was  the  fiftieth  anni¬ 
versary  of  the  Atlantic  Cable,  that  being  the 
day  of  the  month  in  1858  on  which — contrary 
to  authoritative  opinion — the  engineer  of  one 
of  the  greatest  achievements  of  the  nineteenth 
century  completed  the  laying  of  the  submarine 
line  between  Ireland  and  Newfoundland,  the 
length  being  over  two  thousand  miles,  and 
the  depth  nearly  three  miles  for  the  greater 
part  of  the  distance.  The  projectors  were  Mr. 
John  Watkins  Br'ght,  Mr.  (afterwards  Sir 
Charles)  Bright  and  Mr.  Cyrus  West  Field. 
Mr.  Bright  was  also  the  engineer-in-chief 
of  the  undertaking,  and  he  received  the  honor 
of  knighthood  in  recognition  of  his  services 
to  the  country  in  connection  therewith,  at 
the  unprecedented  age  of  26. 

Electrical  theories  were,  however,  mistaken 
at  that  time,  and  the  electricians  applied  far 
too  much  power  for  the  transmission  of  signals, 
the  result  being  that  the  insulation  suffered 
by  degrees,  until  after  three  months’  useful 
work  the  cable  gradually  succumbed. 

After  a  number  of  cables  had  been  laid  by 
Sir  Charles  Bright,  Mr.  H.  C.  Forde,  Sir  Wil¬ 
liam  Siemens  and  others  to  India,  Gibraltar, 
Alexandria,  &c.,  another  Atlantic  Cable  ex¬ 
pedition  started  in  1865.  This  was  the  first 
line  that  was  laid  by  the  manufacturers  of  the 
cable,  these  contractors  being  the  Telegraph 
Construction  and  Maintenance  Company,  with 
Mr.  (afterward  Sir  Samuel)  Canning  for  their 
chief  engineer,  whilst  Sir  Charles  Bright  and 
Mr.  Latimer  Clark  acted  as  consulting  en¬ 
gineers  to  the  proprietors.*  Notwithstand¬ 
ing  the  extra  knowledge  and  experience  gained 
in  regard  to  the  subject  generally,  this  ex¬ 
pedition  met  with  as  many  mishaps  as  the 
first  expedition  of  1857;  but  in  1866 — as 
in  1858 — the  same  arrangements  ultimately 
achieved  success,  since  which  the  construction, 
laying,  and  working  of  submarine  telegraphs 
has  passed  from  the  pioneer  stage  to  that  of 
ordinary  routine. 

The  engineering  methods  were  similar  to 
those  adopted  eight  years  previously;  but  the 
line  proved  a  lasting  success,  owing  to  the 
advances  made  in  electrical  science  and  in  the 
practical  working  of  cables.  On  the  electrical 
side,  in  addition  of  the  late  Lord  Kelvin,  the 
names  of  Varley  and  Willoughby  Smith  must 
always  be  honorably  associated  with  the 
subject,  and  the  late  Sir  John  Pender  did  more 
than  any  man  for  the  commercial  develop¬ 
ment  of  submarine  telegraphy. 


♦"Submarine  Telegraphs:  Their  History, 
Construction  and  Working,”  by  Charles  Bright. 
f.  r.  s.  e.,  m.  i.  e.  e.  (London;  Crosby  Lock- 
wood  &  Son.) 


PHOTOGRAPHS. 

Photographs  are  good  and  cheap 
abroad,  especially  in  Italy.  The  vis¬ 
itor  should  buy  as  many  as  funds 
permit..  Carbon  photographs  being 
unalterable,  are  recommended.  Pho¬ 
tographs  can  often  be  bought  in  gal¬ 
leries  which  cannot  be  purchased  else¬ 
where. 


DEPTHS  OF  PORTS  OF  THE 
WORLD. 


Port. 

Channel 

(mean 

high 

water). 

Quay 

(mean 

high 

water). 

Amsterdam  (canal) 

Feet. 

Feet. 

Holland . 

30 

30 

Antwerp,  Belgium . 

37 

37 

Baltimore,  Md . 

31 

31 

Boston,  Mass . 

36 

36 

Boulogne,  France . 

29 

34 

Bremen,  Germany . 

18 

18 

Bremerhaven,  Germany.  . 
Brindisi,  Italy .  . 

34 

34 

32 

32 

Cherbourg,  France . 

42 

50 

Copenhagen,  Denmark .  . 
Dieppe,  France . 

26 

26 

34 

34 

Galveston,  Tex . 

30 

28 

Genoa,  Italy . 

60 

•  33 

Glasgow,  Scotland . 

30 

38 

Greenock,  Scotland . 

36 

39 

Halifax,  Nova  Scotia . 

83 

45 

Hamburg,  Germany . 

32 

35 

Havre,  France . 

Kaiser  William  Canal, 

42 

30 

Germany . 

29 

Key  West,  Fla . 

30 

30 

Konigsberg  Canal,  Ger...  . 

21 

Leghorn,  Italy . 

Libau,  Russia . 

22 

26 

22 

26 

Liverpool,  England . 

55 

33 

London,  England . 

42 

43 

Manchester  Ship  Canal . 

28 

28 

Marseille,  France . 

55 

39 

Montreal,  Canada . 

30 

35 

Naples.  Italy . 

33 

30 

New  Orleans,  La . 

30 

40 

New  York,  N.  Y . 

42 

50 

Norfolk,  Va . 

30 

30 

Ostend,  Belgium . 

31 

38 

Philadelphia,  Pa . 

29 

32 

Portland,  Me . 

38 

38 

Rotterdam,  Holland .  . 

29 

29 

St.  Johns,  Newfoundland 

48 

54 

San  Francisco,  Cal . 

39 

39 

Seattle,  Wash . 

(*) 

30  to  50 

Southampton,  England. .  . 
Stettin,  Germany . 

41 

43 

23 

23 

Stockholm,  Sweden . 

25 

22 

Suez  Canal,  Egypt . 

28 

Toulon,  France . 

f26 

f23 

Trieste,  Austria . 

30 

28 

♦Deep  water. 

MAIL  USED  PRINTED  MATTER 
HOME. 

As  soon  as  you  have  finished  with 
printed  matter,  send  it  home  by  mail 
to  avoid  weight.  Guide  books  weigh 
heavy  and  can  be  mailed  at  reasonable 
cost.  If  a  number  have  accumulated, 
use  the  “parcels  post.”  If  the  guide 
books  in  the  English  language  have 
been  purchased  in  the  United  States, 
put  in  a  slip,  “Bought  in  the  United 

States  of  America  of - — 

This  may  save  the  exaction  of  duty. 


260 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


POSTAL  RATES  IN  GREAT  BRITAIN. 


letters. 

(Maximum  size,  2  ft.  x  1  ft.  x  1  ft.) 
Inland  and  Channel  Islands:  Jd.  Per  2 
Ounces.  But  not  less  than  Id. 
Colonial  (and  Egypt  and  China  Ports); 
Id.  per  oz. 

United  States — Id.  per  ounce. 

Foreign — 2Jd.  for  1  oz.  l|d,  each  subse¬ 
quent  oz. 

Reply  Coupons  (for  answer  to  letter  sent 
abroad):  3d. 


postcards. 

(Size  from  5)  x  31  to  4  x  2i  in.) 
Inland. — Id. 

Colonial  and  Foreign. — Id. 


book  packets. 

i.  c.,  Printed  or  written  matter  not  in  the 
nature  of  a  letter. 

(Maximum  size,  2  ft.  x  1  ft.  x  1  ft.) 
Inland  and  Colonial;  pi.  Per  2  Ounces. 

Abroad:  “Printed  Papers,”  same,  but 
with  other  limits  of  size  and  weight  “Sam¬ 
ples,”  same,  but  not  less  than  Id.  “Com¬ 
mercial  Papers”  (including  MSS,  &c.),  same, 
but  not  less  than  2|d. 


newspapers. 


Inland 

only: 

id. 

tered  as  a 

newspaper 

5  lbs. 

PARC 

Inland.— 

lbs. 

d. 

Not  over  . 

.  .  1 

3 

.  .  2 

4 

« l 

.  .  3 

5 

<  i 

.  .  5 

6 

(  i 

.  .  7 

7 

■  U 

.  .  8 

8 

1 1 

.  .  9 

9 

.  .  10 

10 

.  .  11 

11 

Foreign. — Various 
Is.  to  2s.  for  3  lbs. 


(Maximum  size  3 
ft.  6  in.  in  length,  or 
6ft.  in  length  and  girth 
combined.  Maximum 
weight,  11  lbs.) 

Parcel  must  be  han¬ 
ded  into  office, 
conditions.  Usually 


Colonial. — Australia  Is.,  Cape  and  Natal 
9d.,  Canada  8d.,  for  1  lb.;  India,  New  Zea¬ 
land,  West  Africa,  West  Indies,  Egypt,  Is. 
for  3  lbs.,  2s.  for  7  lbs.,  3s.  for  11  lbs. 


registration. 

2d.  Per  Letter,  Package  or  Parcel,  in 
addition  to  postage  (Inland  and  Abroad). 

Foreign  Parcels  may  be  insured,  not 
registered. 

STAMPS. 

Id.,  Id.,  lid-.  2d.,  2-id.,  3d.,  4d.,  5d.,  6d., 
9d:,  iod.,  Is.,  2s.  6d.,  5s.,  10s.,  £1. 

Stamped  Envelopes.- — id.  (2  sizes),  single 

|d. 

“  “  Id.  (3  sizes),  single 

Hd- 

Post  Cards. — Single  cards,  |d.;  11,  6d.; 
100,  4s.  6fd;  reply,  ljd.  each;  foreign,  Id.; 
foreign  reply,  2d. 

Letter  Cards. — 1  for  lid.,  8  for  9d., 
96  for  9s. 

Wrappers.— 1  for  Rl.;  7  for  4d.;  5s.  8Jd. 
for  120. 


POSTAL  ORDERS. 

-/6,  1/6,  &c.,  by  6d.  to  2/6 .  id. 

3/-,  “  “  to  15/-  .  Id. 

15/6  “  “  to  21/-  .  lid. 

Stamps  to  the  amount  of  5d.  may  be  affixed 
to  Orders. 

money  orders. 

Not  exceeding  £1,  2d.;  £3,  3d.;  £10,  4d.; 
up  to  £40,  lOd. 

foreign  &  colonial  money  orders. 

Up  to  £1,  3d.;  greater  sums  3d.  per  £2  in 
addition. 

telegraph  money  orders. 

Inland — Charge  as  Money  Order  +  2d.  + 
cost  of  telegram. 

Foreign. — Ditto,  but  fee  6d. 

telegrams. 

Inland. — id.  a  Word. 

(including  address)  but  not  less  than  6d. 
Figures  and  cypher  letters,  five  count  as 
one  word. 

Delivered  free  within  three  miles  of  office. 
Foreign. — Not  less  than  lOd.  a  word. 
Belgium,  France,  Germany,  Holland.  2d. 
Austro-Hungary,  Denmark,  Italy, 
Norway  Portugal,  Spain,  Gibral¬ 


tar,  Switzerland .  3d. 

Roumania,  Servia,  Sweden .  3)d. 

Russia  (in  Europe),  Malta .  41d. 

United  States  (Eastern),  Canada 

(Eastern),  Egypt,  Siberia . Is.  Od. 

India . Is.  lOd.  &  2s. 

Australia  and  New  Zealand .  .  2s.  9d.  &  3s. Od 
Jamaica . 3s.  Od. 


S.  Africa — Cape,  O.  R.  C.,  Natal, 

Transvaal . 2s.  6d. 

Rhodesia.  .  .  .2s.  8d.  &  2s.  lid. 

China  and  Hong  Kong.  4s.  2d.  &  4s.  5d. 

Other  places  special  charges. 

EXPRESS  DELIVERY  SERVICES. 

Letters  and  Parcels  must  be  marked  in 
the  left  hand  corner  “Express,”  and  handed 
in  at  a  Post  Office,  but  not  put  in  letter  box. 
Hours. — 8  a.m.  to  8  p.m.,  but  earlier  and  later 
in  some  offices. 

Fees. — For  every  mile  or  part  of  a  mile. 
3d.  (including  railway,  omnibus,  tram,  &c., 
but  cab  or  special  conveyance  extra).  Sev¬ 
eral  packets  may  be  sent  to  different  addresses, 
but  Id.  extra  is  charged  for  each  article  above 
one.  3d.  extra  on  packets  over  1  lb. 

Reply. — Charge — same  rates.  The  Mes¬ 
senger  can  wait  10  minutes  free,  of  charge; 
after  that,  2d.  is  charged  every  quarter  of  an 
hour  he  is  detained. 

Express  Delivery  after  Transmission 
by  Post. — Letters,  post-paid  and  with  ex¬ 
press  fees  (as  above),  marked  “Express 
Delivery.”  with  a  broad  perpendicular  line 
front  and  back,  sent  by  ordinary  post,  will, 
immediately  on  arrival  at  the  Post  Office.be 
delivered  by  special  messenger. 

Railway  Letters. — At  most  Railway 
Stations,  letters  not  above  4  oz.  may  be  con¬ 
veyed  by  next  train  to  any  station  on  same 
line,  to  be  called  for,  or  to  be  posted  there. 
Fee:  2d.,  in  addition  to  ordinary  postage. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


201 


POSTAL  RATES  IN  GREAT  BRITAIN — Continued. 


LATE  FEE  LETTERS. 

Letters  received  at  Post  Office  till  within 
5  minutes  of  dispatch  of  mail  if  stamped  with 
extra  Jd. 

At  most  of  the  London  Railway  Termini 
letters  can  be  posted  up  to  a  few  minutes  be¬ 
fore  the  departure  of  the  last  mail  train,  usu¬ 
ally  9  to  10  p.m. 


APPROXIMATE  TIME  BY  POST. 


Days 

Hrs. 

10 

_ 

2 

5 

— 

23 

19 

14 

14 

2 

13 

_ 

7§ 

6 

17 

_ 

17 

_ 

16 

_ 

3 

2 

23 

3 

15 

20 1 

29 

13 

_ 

19 

12 

17 

Madrid . 

1 

22 

3 

18 

23 

Melbourne . 

31 

_ 

20 

_ 

2 

19 

8 

Nice . 

1 

5 

9 

6 

Paris . 

8 

Pretoria . 

19 

12 

21 

Rome . 

1 

23 

St.  Petersburg . 

2 

7 

San  Francisco . . 

12 

Sierra  Leone . 

Singapore . 

12 

22 

— 

Suez . 

5 

12 

Sydney . 

Vancouver . 

32 

13 

Vienna . 

1 

9 

Washington . 

Wellington . . 

9 

9 

Second  class  cars  are  entirely  satisfactory 
all  over  Europe,  with  the  exception  of  Italy 
and  Spain,  where  first  class  should  always  be 
used.  The  third  class  is  excellent  in  Germany. 
The  second  class  accommodation  is  also  good 
on  the  lake  boats  of  the  Continent,  and  the 
difference  in  class  is  often  only  a  difference 
in  the  part  of  the  boat  on  the  same  deck. 
On  the  Rhine  boats  first  class  accommodations 
should  be  taken,  also  on  the  pleasure  boats 
in  Holland,  which  are  apt  to  be  quite  crowded. 
If  you  have  second  class  tickets  and  wish  to 
have  first  class  accommodations  on  steamers 
you  can  obtain  the  same  by  paying  a  small 
supplementary  sum. 


REPLY  COUPONS. 

Reply  coupons  of  the  value  of  five 
cents,  and  costing  six  cents,  may  be 
purchased  at  all  post  offices  in  the 
United  States,  and  they  are  very  con¬ 
venient  where  it  is  desired  to  write 
to  any  one  in  Europe  and  it  is  wished 
to  send  stamps  to  cover  the  cost  of 
postage.  A  coupon  is  redeemed  for 
five  cents  at  any  post  office  in  most  of 
tne  countries  of  the  world.  To  be  ac¬ 
ceptable  for  redemption,  each  reply 
coupon  should  be  whole  and  should 
bear  the  stamp  of  the  issuing  post 
office. 

PACIFIC  SAILINGS 

For  a  full  list  of  the  sailings  and 
rates  to  Pacific  and  trans-Pacific  ports, 
also  coastwise,  Southern  and  West 
Indian  ports,  the  reader  is  referred  to 
the  sailing  schedules  issued  by  the 
large  tourist  agencies,  International 
Sleeping  Car  Co.,  or  Thos.  Cook  & 
Son,  all  in  New  lTork  City,  the  ad¬ 
dresses  being  given  elsewhere.  It  is 
impossible  in  a  book  of  this  nature  to 
give  information  as  to  the  rates,  which 
are  apt  to  be  rather  complicated  in  the 
way  of  special  time  limitations,  such 
as  special  rates  for  four-months’  round 
trip,  twelve-months’  round  trip,  etc. 


The  non-magnetie  ship  “Carnegie” 
has  just  completed  an  eight-months’ 
cruise  of  the  Atlantic  Ocean,  making 
observations  of  terrestrial  magnetism. 
This  vessel  has  no  iron  or  steel  in  its 
construction.  It  is  thought  that  the 
researches  made  by  the  expeditions  of 
this  vessel  will  be  of  great  service  to 
navigation. 

TUNNELS  OF  THE  WORLD. 

Miles.  Under. 


New  York  Subway  (1904)*  23  City. 

London  Metropolitan .  13  City. 

Simplon,  Switzerland .  12  Mountain. 

St.  Gothard .  9  Mountain. 

Paris  Underground  (incom¬ 
plete)  .  8|  City. 

Mount  Cenis,  Switzerland  ...  7\  Mountain. 

B.  &  O.  Tunnel,  Baltimore  .  .  7  City. 

Arlberg,  Austria .  6  Mountain. 

“Tube”  London .  6  City. 

Hoosac  Tunnel,  Mass .  4£  Mountain. 

Berlin,  Underground .  4£  City. 

Liverpool-Birkenhead .  4£  City  and 

Mersey 

River. 

Boston,  Mass.,  Subway .  2%  City. 


*  Other  subways,  tunnels,  and  spurs  are  in 
progress. 


202 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


SOME  INTERESTING  THINGS  ABOUT  ENGLAND  AND  THE  ENGLISH. 


The  following  are  stray  notes  of  interest 
relative  to  the  Government,  etc.  of  Great 
Britain. 

The  Peerage  is  a  complicated  affair,  and 
those  interested  can  satisfy  their  curiosity  by 
buying  “Whitaker’s  Almanack,”  an  admirable 
compilation  to  which  the  Editor  of  this  vol¬ 
ume  is  much  indebted  for  many  things  con¬ 
cerning  England,  also  for  some  shipping  tables. 
This  is  hardly  a  book  to  take  to  sea.  but  it  is 
an  indispensable  addition  to  the.  library. 
There  are  two  editions,  the  larger  bound  in 
cloth  with  leather  back  selling  in  England  at 
2/  6  is  more  complete  than  the  cheaper  paper 
affair. 

THE  PEERAGE. 

In  a  broad  sense  this  heading  is  commonly 
taken  as  identical  with  the  one  that  follows; 
but  there  are  close  upon  130  holders  of  titles 
of  long-standing  nobility  who  are  not  mem¬ 
bers  of  the  Upper  House  of  Parliament,  their 
peerages  being  those  of  Scotland  or  Ireland 
only.  But,  as  further  explained  below,  there 
are  about  an  equal  number  of  Peers  of  those 
kingdoms  who  possess  additional  titles  which 
constitute  them  members  of  the  Lords,  these 
titles  being  in  a  majority  of  instances,  though 
very  far  from  all,  inferior  to  those  by  which 
they  are  generally  known. 

THE  HOUSE  OF  LORDS, 

the  Magnum  Concilium  of  the  early  chron¬ 
iclers,  consists  of  the  Spiritual  Lords  of  Eng- 
landfthe  2  Archbishops  and  24  of  the  Bishops), 
the  Temporal  Peers  of  England,  Great  Bri¬ 
tain,  and  the  United  Kingdom,  and  of  Repre¬ 
sentative  Peers  of  Scotland  and  Ireland,  to¬ 
gether  with  such  Scottish  and  Irish  Peers  as 
have  also  Imperial  titles.  No  Peer  can  take 
his  seat  if  he  be  under  age,  of  unsound  mind, 
or  bankrupt.  The  full  Assembly  would  con¬ 
sist  of  3  Princes  of  the  Blood  Royal,  2  Arch¬ 
bishops,  22  Dukes,  2.3  Marquesses,  124  Earls, 
40  Viscounts,  24  Bishops,  334  Barons,  and  16 
Scottish  and  2S  Irish  Representative  Peers; 
total  616.  There  are  also  12  Ladies  who  are 
Peeresses  in  their  own  right.  Female  succes¬ 
sion  may  occur  in  the  Imperial  Peerage  in  any 
Barony  of  England  which  was  conferred  by 
writ  of  summons;  but  it  is  subject  to  the  rule 
of  abeyance  whenever  there  are  more  than  one 
daughter,  sister,  &c.,  eligible  to  succeed. 
There  are  also  a  few  cases  in  which  “special 
remainders”  have  been  granted  to  female  re¬ 
latives  in  the  absence  of  males.  We  use  the 
term  “Imperial”  as  including  the  three  series 
of  Peers  of  “England”  (up  to  June  20,  1707), 
"Great  Britain”  (thence  till-  close  of  1800), 
and  "United  Kingdom”  (1801  onward). 

SCOTTISH  AND  IRISH  PEERS. 

There  are  in  all  87  Scottish  Peers  and  175 
Irish,  but  of  the  total  262  there  are  133  pos¬ 
sessing  Imperial  titles  and  129  without  them. 
Of  the  87  Scottish,  51  have  Imperial  titles,  and 
16  a,re  elected  or  re-elected  every  Parliament 
to  sit  in  the  Lords;  and  similarly  of  the  175 
Irish  82  hold  Imperial  titles,  and  28  are  elected 
for  life.  Of  the  Imperial  titles  of  the  two 
kingdoms  there  are  76  which  are  inferior  to 
the  native  ones,  30  are  superior,  12  are  iden¬ 
tical  in  rank  but  differing  in  designation,  and 


15  are  absolutely  the  same.  Of  the  3  Scottish 
Peeresses  that  of  Melfort  is  subject  to  a  degree 
of  doubt,  so  that  the  lady  does  not  assume 
it.  There  are  other  lines  in  the  Scottish 
Peerage  which  are  open  to  female  succession, 
and  this  is  not  subject  to  abeyance  as  in 
England.  In  the  Irish  Peerage,  on  the  other 
hand,  the  only  titles  open  to  female  succession 
are  the  Massereene  Viscounty  and  the  La 
Poer  Barony,  the  latter  now  held  by  the 
Marquess  of  Waterford.  It  will  be  observed 
that  Ireland  possesses  a  great  advantage  over 
Scotland  in  the  Lords  as  it  does  in  the  Com¬ 
mons,  its  native  Peers  who  hold  Imperial 
titles  numbering,  as  just  stated,  82  as  against 
51  of  Scotland,  and  its  elected  Representa; 
tive  Peers  28  as  against  16.  An  Irish  Peer 
who  holds  no  Imperial  title  has  also  the  special 
privilege  of  being  able  to  seek  election  to  the 
Commons  for  any  constituency  not  in  Ireland 
itself. 

The  King  is  addressed  “Your  Majesty.” 

The  Queen  is  addressed  as  "Your  Majesty.” 

The  Princes  of  the  Blood  Royal  are  addressed 
as  “Sir’’.  The  style  of  addressing  an  Arch¬ 
bishop  is  "My  Lord  Archbishop”  or  “Your 
Grace.”  Dukes  are  called  “His  Grace  the 

Duke  of  - ”  and  addressed  as  “My  Lord 

Duke”  or  “Your  Grace”.  The  eldest  sons 
of  pukes  and  Marquesses  take  by  courtesy 
their  father’s  second  title.  The  other  sons 
and  daughters  are  styled  “Lord  (Albert)”, 
"Lady  (Caroline)”,  etc.  Marquesses  are 

called  “The  Most  Hon.  the  Marquis  of  — - ” 

and  addressed  as  “My  Lord  Marquess”. 
Earls.  They  are  called  “The  Right  Hon.  the 

Earl  of - ”  and  are  addressed  as  “My  Lord”. 

Their  eldest  sons  take  by  courtesy  the  father’s 
second  title.  The  younger  sons  are  styled  the 
Honorable.  The  daughters  are  called  “Lady”. 
Viscounts  are  called  “The  Right  Hon.  the 

Viscount  - They  are  addressed  as 

“My  Lord.”  The  eldest  sons  of  Viscounts  and 
Barons  are  styled  “Hon.”  as  are  their  sisters, 
thus:  Hon.  George;  Hon.  Mary.  Bishops 
are  called  “The  Right  Rev.  the  Lord  Bishop  ' 

of  - ,”  and  addressed  as  “My  Lord.” 

Barons  are  addressed  as  “My  Lord.” 

The  Table  of  Precedence  is  as  follows: 

The  Sovereign. 

The  Prince  of  Wales. 

Grandsons  of  the  Sovereign. 

Sovereign’s  Brothers. 

Sovereign’s  Uncles. 

Sovereign’s  Nephews. 

Ambassadors. 

Archbishop  of  Canterbury. 

Lord  High  Chancellor. 

Archbishop  of  York. 

Prime  Minister. 

Lord  Chancellor  of  Ireland. 

Lord  President  of  the  Council. 

Lord  Privy  Seal. 

Five  following  State  Officers  if  Dukes: 

(1)  Lord  Great  Chamberlain  (on  duty) 

(2)  Earl  Marshal. 

(3)  Lord  Stewart. 

(4)  Lord  Chamberlain. 

(5)  The  Master  of  the  Horse. 

Dukes,  according  to  their  Patents  of 
Creation: 

1.  Of  England;  2.  Of  Scotland;  3.  Of 


SCIENTIFIC  AMERICAN  HANDROOK  OF  TRAVEL 


2G3 


SOME  INTERESTING  THINGS  ABOUT  ENGLAND  AND  THE  ENGLISH — Continued. 


Great  Britain;  4.  Of  Ireland;  5.  Those  crea¬ 
ted  since  the  Union. 

Eldest  sons  of  Dukes  of  Blood  Royal. 

Five  above  State  Officers  if  Marquesses. 
Marquesses,  in  same  order  as  Dukes. 

Dukes’  eldest  Sons. 

Five  above  State  Officers  if  Earls. 

Earls,  in  same  order  as  Dukes. 

Younger  sons  of  Dukes  of  Blood  Royal. 
Marquesses’  eldest  Sons. 

Dukes’  younger  Sons. 

Five  above  State  Officers  if  Viscounts. 
Viscounts,  in  same  order  as  Dukes. 

Earl’s  eldest  Sons. 

Marquesses’  younger  Sons. 

Bishops  of  London,  Durham  and  Winches¬ 
ter. 

All  other  English  Bishops,  according  to 
their  seniority  of  Consecration. 

Five  above  State  Officers  if  Barons. 
Secretaries  of  State,  if  of  the  degree  of  a 
Baron. 

Barons  in  same  order  as  Dukes. 

Speaker  of  the  House  of  Commons. 
Treasurer  of  H.M.’s  Household. 

Comptroller  of  H.M’s  Household. 
Vice-Chamberlain  of  Household. 

Secretaries  of  State  under  the  degree 
of  Baron. 

Viscount’s  eldest  Sons. 

Earl’s  younger  Sons. 

Barons’  eldest  Sons. 

Knights  of  the  Garter  if  Commoners. 

Privy  Councillors  if  of  no  higher  rank. 
Chancellor  of  the  Exchequer. 

Chancellor  of  the  Duchy  of  Lancaster. 

Lord  Chief  Justice  of  England. 

Master  of  the  Rolls. 

The  Lords  Justices  of  Appeal  and  President 
of  the  Probate  Court. 

Judges  of  the  High  Court. 

Viscounts'  younger  Sons. 

Barons’  younger  Sons. 

Sons  of  Life  Peers. 

Baronets  of  either  Kingdom,  according 
to  date  of  Patents. 

Knights  Grand  Cross  of  the  Bath. 

Knights  Grand  Commanders  of  the  Star 
of  India. 

Knights  Grand  Cross  of  St.  Michael  and  St. 
George. 

Knights  Grand  Commanders  of  the  Indian 
Empire. 

Knights  Grand  Cross  of  the  Royal  Victorian 
Order. 

Knights  Commanders  of  the  above  Orders. 
Knights  Bachelors. 

Commanders  of  the  Royal  Victorian  Order. 
Judges  of  County  Courts  and  Judges  of  the 
City  of  London  Court. 

Serjeants  at  Law. 

Masters  in  Lunacy. 

Companions  of  the  Bath,  Star  of  India. 

St.  Michael  and  St.  George,  Indian  Empire. 
Members  4th  Class  of  the  Royal  Victorian 
Order. 

Companions  of  the  Distinguished  Service 
Order. 

Companions  of  the  Imperial  Service  Order. 
Eldest  Sons  of  younger  Sons  of  Peers. 
Baronets’  eldest  Sons. 

Eldest  Sons  of  Knights  in  order  of  their 
Fathers. 


Members  5th  Class  of  the  Royal  Victorian 
Order. 

Younger  Sons  of  the  younger  Sons  of  Peers. 

Younger  Sons  of  Knights  in  the  same  order 
as  their  Fathers. 

Naval,  Military,  and  other  Esquires  by 
Office. 

Women  take  the  same  rank  as  their  hus¬ 
bands  or  as  their  eldest  brothers;  but  the 
daughter  of  a  Peer  marrying  a  Commoner 
retains  her  title  as  Lady'  or  Honorable. 
Daughters  of  Peers  rank  next  immediately 
after  the  wives  of  their  elder  brothers,  and 
before  their  younger  brothers’  wives. 
Daughters  of  Peers  marrying  Peers  of  lower 
degree  take  the  same  order  of  precedency  as 
that  of  their  husbands;  thus  the  daughter  of 
a  Duke  marrying  a  Baron  degrades  to  the  rank 
of  Baroness  only,  while  her  sisters  married 
to  commoners  retain  their  rank  and  take 
precedence  of  the  Baroness.  Merely  official 
rank  on  the  husband’s  part  does  not  give  any 
similar  precedence  to  the  wife. 

THE  ORDERS  OF  KNIGHTHOOD 

Knights  of  the  Most  Noble  Order  of  the 
Garter  (K.G.) 

Knights  of  the  Most  Ancient  and  Most 
Noble  Order  of  the  Thistle  (K.T.) 

Knights  of  the  Most  Illustrious  Order  of 
St.  Patrick  (K.P.) 

Knights  of  the  Bath. 

Knights  Bachelors. 

Commanders  of  the  Royal  Victorian  Order 
(C.V.O.) 

Distinguished  Service  Order  (D.S.O.) 

Imperial  Service  Order  (I.S.O.) 

Victoria  Cross  (V.C.) 

Order  of  Merit  (O.M.) 

The  following  information  is  of  interest. 
The  Lord  Commissioners  of  the  Admiralty 
consist  of  the  First  Lord;  The  First  Sea  Lord, 
Second  Sea  Lord,  Third  Sea  Lord;  Fourth 
Sea  Lord;  Civil  Sea  Lord  and  Secretaries,  etc. 

The  College  of  Arms  or  Heralds’  College  is 
a  curious  institution.  It  consists  of  the  Earl 
Marshal;  three  Kings  of  Arms;  Garter, 
Clarenceux  and  Norroy.  There  are  six 
Heralds:  Chester,  Lancaster,  Somerset,  Rich¬ 
mond,  Windsor  and  York.  There  are  four 
Poursuivants,  Rouge  Dragon,  Portcullis, 
Rouge  Croix  and  Bluemantle. 

The  “Great  Law  Officers  of  the  Crown” 
receive  large  salaries;  The  Lord  Chancellor 
draws  £10,000,  the  Attorney  General  £7,000 
and  about  £6,000  in  fees  ($63,180);  Solicitor- 
General  £6,000  and  fees  about  £3,700  ($47,- 
000).  The  Lords  of  Appeal  in  Ordinary  re¬ 
ceive  £6,000  each,  as  does  the  Master  of  the 
Rolls  of  the  Supreme  Court  of  Judicature. 
The  Justices  of  the  Chancery  Division  of  the 
High  Court  of  Justice  receive  £5,000  each. 
On  the  King’s  Bench  Division  the  Lord  Chief 
Justice  of  England  receives  the  sum  of  £18,- 
000.  Other  officials  are  paid  in  proportion. 
We  hear  much  of  the.  low  cost  of  labor  in 
Great  Britain,  but  the  judiciary  is  certainly 
well  paid. 

The  Admiral  of  the  Fleet  receives  £2,190, 
Admiral  £1,825,  Rear  Admiral  £1,095.  Vice- 
Admiral  £1,460;  Captain  of  the  Fleet  £1,095. 
Other  Captains  £602,  £502,  £411;  Lieuten- 


264 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


SOME  INTERESTING  THINGS  ABOUT  ENGLAND  AND  THE  ENGLISH — Continued. 


ant  £182  to  £292;  Midshipmen  £32,  Naval 
Cadet  £10;  Seamen  £23  to  £36. 

In  the  army  the  pay  is  small:  thus  a  Colonel 
or  Lieutenant-Colonel  of  Foot  Guards  re¬ 
ceives  only  18  shillings  daily,  while  a  private 
only  draws  1/1.  or  about  27  cents;  subsistence 
is  of  course  additional. 

The  Archbishop  of  Canterbury  is  the“Arch- 
bishop  and  Primate  of  all  England”  and  re¬ 
ceives  £15,000, while  the  Archbishop  of  York 
is  the  “Archbishop  and  Primate  of  England” 
and  draws  only  £10,000.  The  Bishops  re¬ 
ceive  all  the  way  from  £10,000  for  the  Bishop 
of  London  to  £1,500  (Sodor  and  Man).  The 
Bishops  of  the  Episcopal  Church  in  Scotland 
fare  much  worse,  the  stipend  of  the  incumbent 
of  the  See  of  Brechin  receiving  £983,  which 
grades  down  to  the  Bishop  of  Argyll  with  only 
£578.  The  Archbishop  of  the  Church  of 
Ireland  (Disestablished)  receives  an  income 
of  £2,500,  while  no  Bishop  receives  less  than 
£1,200. 

The  number  of  Students  at  Oxford  and 
Cambridge  is  not  large  according  to  the  stand¬ 
ards  of  our  Universities.  Thus  Oxford  has 
about  3,826  undergraduates,  while  Cambridge 
has  about  3,699.  The  University  of  London 
had  at  the  same  time  3,987  “internal”  stu¬ 
dents. 

ANNUITIES  TO  THE  ROYAL  FAMILY. 

The  Land  Revenues  of  the  Crown  have  been 
collected  on  the  public  account  since  1760, 
when  King  George  III.  surrendered  them  in 
return  for  a  fixed  annuity.  These  revenues 
produce  about  £550,000  annually,  and  the 
following  list  shows  the  annuities  payable: — 


Their  Majesties’ Privy  Purse  £1 10,000  £ 

Salaries  of  Household.  .  .  .  125,800 

Expenses  of  Household. .  .  193,000 
Royal  Bounty  and  Works  33,200 

Unappropriated .  8,000  470,000 

Prince  of  Wales .  20,000 

Princess  of  Wales .  10,000 

Princess  Christian  of  Schleswig-Hol¬ 
stein . . .  6,000 

Princess  Louise  (Duchess  of  Argyll). .  .  6,000 

Duke  of  Connaught .  25,000 

Duchess  of  Edinburgh .  6,000 

Duchess  of  Albany .  6,000 

Princess  Beatrice  (Henry  of  Batten- 

berg)  .  6,000 

Duchess  of  Mecklenburg-Strelitz .  3,000 

Trustees  for  His  Majesty’s  Daughters..  18,000 


DEATH  ABROAD. 

In  case  of  a  death  abroad,  the  near¬ 
est  United  States  Consul  should  he 
notified  without  delay  in  order  that 
the  necessary  formalities^  can  be  con¬ 
cluded.  Many  cases  are  on  record 
where  deaths  have  occurred  to  Ameri¬ 
cans  where  their  families  have  been 
mulcted  of  heavy  sums  by  hotel  pro¬ 
prietors  in  France,  and  particularly  in 
the  city  of  Nice. 


A  new  direct  line  between  Canadian  Atlan¬ 
tic  ports  and  Australia  and  New  Zealand  has 
been  announced. 


SHORT  DAY  TRIPS  FROM  LONDON. 

Brighton.  London,  Brighton  &  South 
Coast  Railway.  The  “Atlantic  City”  of 
England.  (50)4  miles.)  Train  journey  aver¬ 
ages  75  minutes.  Cheap  day  and  half-day 
excursions  permitting  several  hours  at  the 
seaside  nearly  every  day  during  the  summer. 
Fares  (round  trip)  from  2s.  6d.  to  3s.  6d.; 
third  class  ordinary  8s.  5d.;  by  Pullman  ex¬ 
press  (60  miles)  12s.  Points  of  interest  5  mile 
promenade  along  sea-front;  Pavilion,  George 
IV. ’s  residence;  Parish  Church  frequented  by 
Dr.  Johnson;  Arundel  Castle,  Duke  of  Nor¬ 
folk’s  residence  at  Arundel;  Devil’s  Dyke 
for  views  over  South  Downs. 

Burnham  Beeches.  Great  Western  Rail¬ 
way  (21  miles)  or  Great  Central  from  Maryle- 
bone.  Fares  3s.;  third  class  (round  trip) 
cheap  tickets  by  certain  trains  2s.  6d.  375 
acres  of  the  finest  sylvan  scenery  in  England. 
Should  be  visited  in  autumn  to  see  it  in  its 
fullest  glory.  Stokes  Pogis  about  two  miles 
distant,  the  scene  of  Gray’s  famous  elegy; 
Poet’s  tomb  close  to  south  wall  of  church. 

Chalfont  St.  Giles.  Rail,  Metropolitan 
from  Baker  St.  (21  %  miles)  or  by  Great  Cen¬ 
tral  and  Great  Western  Railways.  Fare 
third  class  2s.  2d.  (round  trip).  Village  con¬ 
taining  Milton’s  Cottage  where  Paradise  Lost 
was  finished  and  Paradise  Regained  com¬ 
menced  about  three  miles  from  station.  Ad¬ 
mission  6d.  Parties  3d.  per  person.  About 
two  miles  farther  on  towards  Beaeonsfield 
is  Jordan’s,  the  solitary  old  Meeting  House  in 
the  grounds  of  which  are  buried  William  Penn, 
together  with  his  wife  and  children. 

Dorking.  London,  Brighton  &  Soutn 
Coast  Railway.  A  typical  old  English  town 
in  beautiful  rural  surroundings.  Famous 
because  of  Dickens'  associations,  and  the 
“  Markis  o’ Granby”  of  Weller  notoriety. 

Great  'Yarmouth,  Liverpool  St.  Frequent 
excursions  during  summer  at  special  cheap 
fares.  Popular  pleasure  resort  on  East 
Coast.  Ipswich  within  easy  distance. 

Hatfield.  Great  Northern  Railway  (17  34 
miles).  Fare  (round  trip)  2s.  lid.  Hatfield 
House,  the  historic  home  of  the  Cecils,  con¬ 
taining  valuable  artistic  and  historical  treas¬ 
ures.  Extensive  Park.  May  be  viewed 
when  family  is  not  in  residence  between 
Easter  Monday  and  Aug.  1st.  Tuesdays, 
Wednesdays  and  Thursdays  from  2  to  5  p.  m. 
by  parties  of  less  than  12  upon  application  to 
the  housekeeper.  Free,  but  gratuity  to  guide 
is  advocated.  Park  open  to  those  who  can 
prove  having  slept  the  night  before  in  Hat¬ 
field.  No  picnics  permitted. 

Maidenhead.  Great  Western  Railway 
(24  )4  miles).  Fares  3s.  (round  trip).  Beau¬ 
tiful  views  of  upper  river  scenery,  especially 
the  reach  below  wooded  Cliveden,  the  resi¬ 
dence  of  Mr.  W.  W.  Astor.  Boulter’s  Lock,  a 
scene  of  gaiety  and  dress  on  Sunday  after¬ 
noons  during  summer.  Ascot  Sunday  a 
gathering  of  fashion. 

Waltham  Abbey.  Great  Eastern  Railway 
or  Midland  (12%  miles);  hire  third  class  Is. 
9d.  (round  trip).  Ancient  Abbey  founded 
by  Saxons  where  King  Harold  prayed  night 
before  setting  out  to  offer  battle  to  William 
the  Conqueror  at  Hastings. 


265 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


A  TABLE  OF  THE  KINGS  AND  QUEENS  OF  ENGLAND 


Name. 

DYNASTY. 

Access. 

Died. 

Age. 

Rgnd. 

Saxons  and  Danes. 

827 

839 

Egbert . 

First  King  of  all  England . 

— 

12 

Ethelwulf  . . 

Son  of  Egbert . 

839 

858 

— 

19 

/  Ethelbald . 

Son  of  Ethelwulf . 

8581 

860 

— 

2 

\  Ethelbert . 

858/  1 

866 

— 

8 

Ethelred . 

Third  son  of  Ethelwulf . 

866 

871 

— 

5 

Alfred . 

Fourth  son  of  Ethelwulf . 

871 

901 

52 

30 

Edwarp  the  Elder.  . 

Son  of  Alfred . 

901 

925 

55 

24 

Athelstan . 

Eldest  son  of  Edward . 

925 

940 

45 

15 

Edmund . 

940 

946 

25 

6 

Edred . 

Brother  of  Edmund . 

946 

955 

— 

9 

Edwy  . 

Son  of  Edmund . 

955 

958 

18 

3 

Edgar . 

Second  son  of  Edmund . 

958 

975 

32 

17 

Edward  the  Martyr.  . . 

Son  of  Edgar . 

975 

979 

— 

4 

Ethelred  II . 

Half-brother  of  Edward . 

979 

1016 

48  | 

37 

Edmund  Ironside.  .  . 

Eldest  son  of  Ethelred . 

1016 

1016 

27 

— 

Canute  . 

1017 

1035 

40 

18 

1035 

1040 

-  1 

5 

Hardicanute  . 

Another  son  of  Canute . 

1040 

1042 

— 

2 

Edward  the  Confessor 

Son  of  Ethelred  II . 

1042 

1066 

62 

24 

Harold  II .  j 

Brother-in-law  of  Edward  the  1 
Confessor . J 

1066 

1066 

— 

0 

The  House  of  Normandy. 

60 

Obtained  the  Crown  by  conquest... 
Third  son  of  William  I . 

1066 

1087 

21 

William  II . 

1087 

1100 

43 

13 

1100 

1135 

67 

35 

r 

Third  son  of  Stephen,  Count  of  1 

Stephen . < 

Blois,  bv  Adela,  fourth  daugh-  } 
ter  of  William  I . J 

1135 

1154 

50 

19 

The  House  of  Plantagenet 

f 

Son  of  Geoffrey  Plantagenet,  by  ] 

56 

Henry  II . 4 

Matilda,  only  daughter  of  1 
Henry  I .  ) 

1154 

1189 

35 

Richard  I . 

Eldest  surviving  son  of  Henry  II. 
Sixth  and  youngest  son  of  Henry  II. 

1189 

1199 

42 

10 

John . 

1199 

1216 

50 

17 

Henry  III . 

1216 

1272 

65 

56 

Edward  I  . 

1272 

1307 

68 

35 

Edward  II  . 

Eldest  surviving  son  of  Edward  I .  . 

1307 

1327 

43 

20 

Edward  III . 

1327 

1377 

65 

50 

Richard  II .  j 

Son  of  the  Black  Prince,  eldest  1 
son  of  Edward  III . j 

1377 

Dep.  1399 

34 

22 

The  House  of  Lancaster. 

Henry  IV . j 

Son  of  John  of  Gaunt,  fourth  son  1 
of  Edward  III . J 

1399 

1413 

47 

13 

Henry  V . 

1413 

1422 

Dep.  1461 

34 

49 

9 

Henry  VI . 

Only  son  of  Henry  V.  (died  1471). 

1422 

39 

The  House  of  York. 

r 

His  grandfather  was  Richard,  son 

i 

of  Edmund,  fifth  son  of  Edward 

Edward  IV. . ] 

III.;  and  his  grandmother, 
Anne,  was  great-grand-daugh- 

1461 

1483 

41 

22 

-  1 

ter  of  Lionel,  third  son  of  Edw. 
Ill . 

Eldest  son  of  Edward  IV . 

1483 

1483 

1485 

13 

0 

Younger  brother  of  Edward  IV. . .  . 

1483 

35 

2 

The  House  of  Tudor. 

f 

I 

Son  of  Edmund,  eldest  son  of 

Owen  Tudor,  by  Katherine, 

1 

Henry  VII . 

widow  of  Henry  V. ;  his  mother, 

1485 

1509 

53 

24 

1 

Margaret  Beaufort,  was  great- 
granddaughter  of  John  ofGaunt 

Henry  VIII . 

Only  surviving  son  of  Henry  VII.. . 

1509 

1547 

56 

38 

Edward  VI . 

Son  of  Henrv  VIII. byJane  Seymoui 

1547 

1553 

16 

6 

Mary  I .  ! 

Daughter  of  Henry  VIII.  by  1 
Katherine  of  Arragon . j 

1553 

1558 

43 

5 

Elizabeth .  [ 

Daughter  of  Henry  VIII.  by  1 
Anne  Boleyn . J 

|  155S 

1603 

70 

44 

SCIENTIFIC1  AMERICAN  HANDBOOK  OF  TRAVEL 


260 


SOVEREIGNS  OF  SCOTLAND  FROM  a.  d.  1057  TO  THE  UNION  OF 

THE  CROWNS. 


Names.  Began  to  Reign. 


Malcolm  ( Ceanmohr ) . 

.  1057,  April 

Donald  (Bane) . 

Duncan . 

. 1094,  May 

Donald  (Bane)  rest . 

Edgar . 

.  1097,  Sept. 

Alexander  I . 

. 1107,  .Ian. 

8 

David  I . 

.  1124,  April  27 

Malcolm  ( Maiden ) . 

. 1153,  May 

24 

William  (The  Lion ) . 

.  1165,  Dec. 

9 

Alexander  II . 

. 1214,  Dec. 

4 

Alexander  III . 

.  1249,  July 

8 

Margaret  of  Norwav . 

.  1286,  Mar. 

19 

John  Baliol . 

. 1292,  Nov. 

17 

Robert  I.  (Bruce) . 

27 

David  II . 

7 

Names.  Began  to  Reign. 

Robert  II.  (Stewart) . 1371,  Feb.  22 

Robert  III . 1390,  April  12 

James  1 . 1406,  April  4 

James  II ... .  . 1437,  Feb.  20 

James  III . 1460,  Aug.  3 

James  IV . 1488,  June  11 

James  V . 1513,  Sept.  9 

Mary . 1542,  Dee.  16 

Francis  and  Mary . 1558,  April  24 

Mary . x . 1560,  Dee.  5 

Henry  and  Mary . 1565,  July  29 

Mary . 1567,  Feb.  10 

James  VI . 1567,  July  29 

(Ascended  the  throne  of  England  as  James 
I.,  24th  March,  1603.) 


KINGS  AND  QUEENS  OF  GREAT  BRITAIN. 


Name. 

DYNASTY. 

Access. 

Died. 

Age 

f 

James  I.  (VI.  of  Scot.)  { 

Charles  I . 

The  House  of  Stuart. 

Son  of  Mary,  Queen  of  Scots,  ] 
granddau.  of  James  IV.  and  j- 
Margaret,  dau.  of  Henry  VII. .  .  j 
Only  surviving  son  of  James  I.  .  .  . 
Eldest  son  of  Charles  I.  (restored  1 
1660) . / 

1603 

1625 

1649 

1625 

Beh.  1049 

1685 

59 

48 

55 

Charles  II .  j 

Commonwealth  declared  May  19,  1649. 

Oliver  Cromwell,  Lord  Protector,  1653-8.  Richard  Cromwell,  Lord  Protector,  1658-9. 


JAMEsII.(VII.of  Scot.) 

William  III . 

and 

Mary  II . 

Anne . 


Georoe  I . ( 

l 

George  II . . 

George  III . 


Second  son  of  Charles  I. (died  16  1 
Sept., 1701)  Interregnum,  Dec.  ) 

11,  1688— Feb.  13,  1689) .  J 

Son  of  William  Prince  of  Orange,  I 
by  Mary,  daughter  of  Charles  I.  ! 
Eldest  daughter  of  James  II.. .  J 
Second  daughter  of  James  II . 

The  House  of  Hanover, 

Son  of  Elector  of  Hanover,  by  ] 
Sophia,  daughter  of  Elizabeth,  ) 

daughter  of  James  I .  J 

Only  son  of  George  I . 

Grandson  of  George  II . 


1685 

Dep.  1688 
Dec.  1701 

68 

1689 

f  1702 

1  1694 

51 

33 

1702 

1714 

49 

1714 

1727 

67 

1727 

1760 

77 

1760 

1820 

81 

Rgnd. 


22 

24 

36 


3 


13 

6 

12 


13 


33 

59 


KINGS  AND  QUEENS  OF  THE  UNITED  KINGDOM. 


Name. 


George  III. . .  f. 

George  IV . 

William  IV.  .  .  . 

Victoria . 


Edward  VII 


DYNASTY. 


The  House  of  Hanover — continued, 
j  (Regency  commenced  5th  Febru-  1 

1  ary,  1811) . / 

.  .  Eldest  son  of  George  III . 

.  .  Third  son  of  George  III . 

I  Daughter  of  Edward,  4th  son  of  1 
(  George  III . / 

The  House  of  Sare-Cohurg. 

.  .  Eldest  son  of  Queen  Victoria . 


Access. 

Died. 

Age. 

d 

bfi 

_ 03  _ 

1801 

1820 

81 

59 

1820 

1830 

68 

10 

1830 

1837 

72 

7 

1837 

1901 

81 

63 

1901 

WHOM  GOD  PRESERVE 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


2(>? 


WELSH  SOVEREIGNS  AND  PRINCES. 


Independent  Princes,  A.D.  840  to  1282. 


Roderick  the  Great .  840 

Anarawd,  son  of  Roderick .  877 

Howel  Dda,  the  Good .  942 

Iefan  and  Iago . , .  948 

Howel  ap  Iefan,  the  Bad .  972 

Cadwallon,  his  brother .  984 

Meredith  ap  Owen  ap  Howel  Dda .  985 

Idwal  ap  Meyric  ap  Idwal  Voel .  992 

Llewellyn  ap  Sitsyllt .  1015 

Iago  ap  Idwal  ap  Meyric .  1023 

Griffith  ap  Llewellyn  ap  Sitsyllt .  1034 

Bleddyn .  1063 

Trahaern  ap  Caradoc .  1073 

Griffith  ap  Cynan .  1079 

Owain  Gwynedd .  1136 

David  ap  Owain  Gwynedd .  1169 

Llewellyn  the  Great .  1194 

David  ap  Llewellyn .  1240 

Llewellyn  ap  Griffith,  last  Prince,  1246; 

slain .  1282 


English  Princes,  A.D.  1284  to  1901. 
Edward  of  Carnarvon  (King  Edward 


II),  born  1284;  created  Prince  of 
Wales  1301 

Edward  the  Black  Prince,  s.  of  lidwd.il I  1343 
Richard  (Richard  II.,)  s.  of  the  Black 

Prince . 1377 

Henry  of  Monmouth  (Henry  V.).. .  1399 

Edward  of  Westminster, son  of  Henry  VI.  1454 
Edward  of  Westminster  (Edward  V.). . . .  1472 
Edward,  son  of  Richard  III.  (d.  1484) . .  .  1483 
Arthur  Tudor,  son  of  Henry  VII .  1489 


Henry  Tudor(Hen.VIII.),s.of  Henry VII.  1503 
Henry  F.  Stuart,  son  of  Jamesl.(d.  1612)  1610 
Charles  Stuart  (Charles  I.),  s.  of  James  I.  1616 
Charles  (Charles  II.),  son  of  Charles  1...  1630 
George  Augustus(Geo.II.),s.of  George  I.  1714 
Frederick  Lewis,  s.  of  George  II. (d.  1751)  1727 
George  William  Frederick  (George  III.)..  1751 
George  Augustus  Frederick  (George  IV.)  1762 


Albert  Edward  (Edward  VII.) .  1841 

George  Frederick  Ernest  Albert .  1901 


PRESIDENTS  OF  THE  UNITED  STATES  OF  AMERICA. 


Declaration  of  Independence.  ..  .4  July  1776 
Gen.  Washington  first  Pres.,  1789  and  1793 

John  Adams .  1797 

Thomas  Jefferson . 1801  and  1805 

James  Madison . 1809  and  1813 

James  Monroe . 1817  and  1821 

John  Quincy  Adams .  1825 

Andrew  Jackson . 1829  and  1833 

Martin  Van  Buren .  1837 

William  Henry  Harrison  (died  4  April) .  .  1841 
John  Tyler  (elected  as  Vice-President) .  .  1841 

James  Knox  Polk .  1845 

Zachary  Taylor  (died  9  July,  1850) .  1849 

Millard  Fillmore  (elected  as  Vice-Pres.)  1850 
Franklin  Pierce .  1853 


James  Buchanan .  1857 

Abraham  Lincoln  (assas.  14  April,  1865) 

1861  and  1865 

Andrew  Johnson  (elected  as  Vice-Pres.) .  1865 

Ulysses  S.  Grant . 1869  and  1873 

Rutherford  Burchard  Hayes .  1877 

James  A.  Garfield  (assas.  19  Sept.,  188l)  1881 
Chester  A.  Arthur  (elected  as  Vice-Pres.)  1881 

Grover  Cleveland .  1885 

Benjamin  Harrison  (b.  20  Aug.,  1833)  .  .1889 
Grover  Cleveland  (elected  second 

time) .  1893 

Win.  McKi  nley (assas.  1 4Sept.  1 90 1 )  1 897 &  1901 
Theo.  Roosevelt(elect.as  V.-Pr.  1901)  &  1905 
William  Howard  Taft .  1909 


FRENCH  DYNASTIES  AND  SOVEREIGNS 


The  Merovingians. 

Clovis,  “The  Hairy,”  King  of  the  Salic 


Franks .  428 

Childeric  III.,  last  of  the  race .  737 


The  Carlovingians. 

Pepin, “The  Short, "son  of  Charles  Martel  752 
Charlemagne, the  Great, Emp. of  the  West  768 
Louis  V.,  “The  Indolent, ’’last  of  the  race  986 


The  Capets. 

Hugh  Capet,  “The  Great’’ .  987 

Louis  IX.  “St.  Louis’’ .  1226 

Philip,  “The  Hardy’’ .  1270 

Philip,  “The  Fair’’ .  1285 

Louis  X .  1314 

John  1 .  1316 

Philip,  “The  Long” .  1316 

Charles  IV.,  “The  Handsome” .  1322 

The  House  of  Valois. 

Philip  VI. ,  de  V alois,  ‘  ‘  The  F ortunate  ”. .  1328 

John  II.,  “The  Good” .  1350 

Charles  V.,  “The  Wise” .  1364 

Charles  VI.,  “The  Beloved” .  1380 

Charles  VII.,  “The  Victorious” .  1422 

Louis  XI .  1461 

Charles  VIII .  1483 

Louis  XII .  1498 


Francis  1 .  1515 

Henry  II .  1547 

Francis  II .  1559 

Charles  IX .  1560 

Henry  III.,  last  of  the  race .  1574 

The  House  of  Bourbon. 
HenryIV.,“The  Great, ’’King  of  Navarre  1589 

Louis  XIII.,  "The  Just” .  1610 

LouisXIV.,  “TheGreat,”  DieudomnL  . .  1643 

Louis  XV.,  “The  Well-beloved” .  1715 

Louis XVI.  (guillotined  21  Jan.,  1793)..  .  1774 

Louis  XVII.  (never  reigned) .  1793 

The  First  Republic. 

The  Nat.  Convention  first  sat...  .21  Sept.  1792 
The  Directory  nominated .  1  Nov.  1795 


The  Consulate. 

Bonaparte,  Cainbacdrt's,  and  Lebrun 

24  Dec.  1799 

The  First  Empire. 

Napoleon  I.  decreed  Emperor. ..  18  May  1804 
Napoleon  II. (never  reigned)died22  July  1832 
The  Restoration. 

Louis  XVIII.  re-entered  Paris. .  3  May  1814 
Charles  X.  (dep.  30  July,  1830;  d.  6  Nov. 

1836 .  1824 


268 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


FRENCH  DYNASTIES  AND  SOVEREIGNS — Continued 


The  House  of  Orleans. 

Louis  Philippe,  King  of  the  French.  .  .  .  1830 
(Abdicated  24  Feb.,  1848;  d.  26  Aug.,  1850.) 
The  Second  Republic. 

Provisional  Government  fomied22  Feb.  1848 
Louis  Napoleon  elected  Pres. ...  19  Dec.  1848 
The  Second  Empire. 

Napoleon  III  elected  Emperor.  .22  Nov.  1852 
(Deposed  4  Sept.,  1870;  died  9  Jan.,  1873). 


GERMANY— AUSTRIA-HUNGARY 


FerdinandIII.,Son  ofEmp. Ferdinand  II.  1637 

Leopold  I.,  Son  of  Ferdinand .  1658 

Joseph  I.,  Son  of  Leopold .  1705 

Charles  VI.,  Brotherof  preceding .  1711 

Maria-Theresa  of  Hungary  and  Bohemia  1740 

Charles  VII.,  Elector  of  Bavaria .  1742 

Francis  I.,  Husband  of  Maria-Theresa. . .  1745 

Joseph  II.,  Son  of  preceding .  1765 

Leopold  II.,  Brother  of  preceding .  1790 

Francis  II.  /  as  last  Emperor  of  Germany  1792 
Francis  I.  \  as  first  Emperor  of  Austria  1804 

Ferdinand  (Abdicated  1848) .  1835 

Francis- Joseph  (Nephew) .  .2  December  1848 


Third  Republic. 

Committee  of  Public  Defence.. .  .  4  Sept.  1870 
M.  Thiers  elected  President.  .  .  .31  Aug.  1871 
Marshal  MacMahon  elected  Pres.24  May  1873 
Jules  Gr^vy  (first)  elected  Pres... 30  Jan.  1879 
Marie  F.  S.  Carnot,  elected  Pres..  3  Dec.  1887 
Jean  Casimir  PerierelectedPres..27  June  1894 
Francois  F^lix  Faure  elec.  Pres. .  17  Jan.  1895 
Emile  Loubet  elected  President..  18  Feb.  1899 
Armand  Failures  elected  Pres. . .  18  Jan.  1909 


PRUSSIA-GERMANY 


Alberti.,  First  Elector  of  Brandenburg. .  1134 
John-Sigismund, Elector, Duke  of  Prussia  1616 
George- Willi  am,  Elector,  Duke  of  Prussia  1019 
Frederick-William, "The  Great  Elector” .  1640 
Frederick, 1688;  Crowned  King  ofPrussia  1701 

Frederick-William  1 .  1713 

Frederick  II.,  "The Great” .  1740 

Frederick-William  II .  1786 

Frederick-William  III .  1797 

Frederick-William  IV .  1840 

William  I. .First  German  Emperor  (1871)  1860 

Frederick,  Second  German  Emperor .  1888 

William  II.,  Third  German  Emperor.  .  .  .  1888 


EMPERORS  OF  RUSSIA. 


1689  Peter  I . died  28  Jan.  1725 

1725  Cath. I. .Mistress  ofPeter.d.  17  May  1727 
1727  Peter  II.,  died  1730  ;  1730,  Ann, 

died  29  Oct.  _  1740 

1740  Ivan  VI. .imprisoned  1741,assass.  1764 

1741  Elizabeth . died  5  Jan.  1762 

1762  Peter  III.  ..  assassinated.  14  July  1762 


1762  Cath. II.,' Wife  ofPet.III.,d.  17  Nov.  1790 

1796  Paul . assassinated  24  Mar.  1801 

1801  Alexander  I . died  1  Dec.  1825 

1825  Nicholas  I . died  2  Mar.  1855 

1855  Alexander  II. .assassinated  13  Mar.  1881 

1881  Alexander  III . died  1  Nov.  1894 

1894  Nicholas  II.,  began  to  reign. 


POPES  OF  ROME. 


Adrian  IV.  (Nicholas  Brakespeare,  the 

Pius  VI . 

.  .Braschi . 

.  1775 

only  Englishman  elected  Pope;  born  at 

Pius  VII . 

.  Chiaramonti . 

.  1800 

St.  Albans;  died  Sept.,  1159) . 

1154 

Leo  XII . 

.  .  della  Genga . 

.  1823 

Innocent  Alii. . 

.  .Conti . 

1721 

Pius  VIII . 

.  .Castiglioni . 

.  1829 

Benedict  XIII. . 

.  .  Orsini . 

1724 

Gregory  XVI.. 

.  .Cappellari . 

.  1831 

Clement  XII. . 

.Corsini . 

1730 

Pius  IX . 

.  .  Mastai-Ferretti. . .  . 

.  1846 

Benedict  XIV. . 

.  .  Lambertini . 

1740 

Leo  XIII . 

.  .  Pecci . 

.  1878 

Clement  XIII .  . 

.  Rezzonico . 

1758 

Pius  X . 

.  . Sarto(born2JunelS3 

5)  1903 

Clement  XIV. . . 

.  Ganganelli . 

1769 

From  Whitaker's  Almanack,  1910. —  For  more  detailed  information,  see  the  Almanack  de  Gotha. 


RADIO-ACTIVE  SPRINGS  IN  ENGLAND. 

The  discovery  that  the  water  in  the  old 
Trenwith  mine  at  St.  Ives  is  more  highly 
radio-active  than  water  anywhere  else  in 
England  is  reported  by  Consul  Joseph  G. 
Stephens.  He  says  that  it  will  be  of  great 
medicinal  value  for  gout,  rheumatism, 
eczema,  and  nervous  disorders,  for  which 
patients  are  already  visiting  the  springs. 
St.  Ives  also  has  an  artist  colony,  among 
whom  are  many  Americans. 


Under  the  new  American  Tariff  Act,  works 
of  art  over  twenty  years  of  age,  and  antiques 
over  a  hundred  years  old,  can  be  imported 
free  of  duty.  This  has  resulted  in  a  vastly 
increased  volume  of  shipments  of  value  ten 
times  greater  than  any  similar  period  of  the 
preceding  year,  before  the  new  tariff  went 
into  effect. 


THE  SEVEN  WONDERS  OF  THE  WORLD 
The  Seven  Wonders  of  the  World,  so-called, 
or  rather  the  Seven  Wonders  of  the  Ancient 
World,  were  as  follows:  The  Pharos  of 
Alexandria;  The  Colossus  of  Rhodes;  The 
Great  Temple  of  Diana  at  Ephesus;  The 
Hanging  Gardens  of  Babylon;  The  Pyramids; 
The  Tomb  of  Mausolus;  and  the  Great  Statue 
of  Jupiter  at  Olympia.  All  of  the  Seven 
Wonders  were  situated  on  the  shores  of  the 
eastern  part  of  the  Mediterranean.  If  th 
Greek  writers  had  been  better  acquainted 
with  the  north  of  Europe  or  the  south  of 
Asia,  they  would  probably  have  made  a 
different  selection. 


A  line  of  steamers  from  Canada  to  Austria 
has  been  projected. 


THE  ARRIVAL 


BRITISH  PORTS 


QUEENSTOWN. 

Queenstown,  the  Irish  port  of  call  of  the 
Cunard  and  the  White  Star  (Liverpool  Ser¬ 
vice)  Steamers,  is  a  convenient  disembark¬ 
ation  point  for  those  who  are  desirous  of 
visiting  Ireland  en  route  to  England  and  the 
European  Continent.  An  efficient  Tender 
service  is  in  commission,  affording  passengers 
every  comfort  in  landing.  Ireland  has  many 
scenic  attractions,  Killarney,  etc.,  and  an 
efficient  train  service  prevails  to  reach  all 


.  FASTNET  LIGHT. 

points  of  interest.  Dublin  is  reached  in 
about  four  hours  from  Queenstown,  and  from 
Dublin  crossing  can  be  effected  to  England 
via  Holyhead  by  the  old-established  lines  of 
steamers,  viz,,  the  City  of  Dublin  Steam 
Packet  Company  and  the  London  &  North 
Western  Ry.  Other  convenient  crossings 
from  Ireland  to  Great  Britain  are 
Greenore  via  Holyhead 
Belfast  “  Fleetwood 
Belfast  “  Larne  and  Stranraer 


Railway  officials  meet  the  steamers  on 
arrival  at  Queenstown,  and  afford  passengers 
every  assistance  and  information.  Those  en 


QUEENSTOWN  AND  CORK  HARBOR. 

route  to  England  should  inquire  for  Mr.  Wm. 
Stirling,  Agent,  L.  &  N.  W.  Ry.,  who  is  pre¬ 
pared  to  look  specially  after  their  require¬ 
ments.  Tourists  and  others  landing  at 
Queenstown  can  obtain  all  information  re- 


269 


270 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


garding  travel  in  Ireland  on  application  to  the 
American  Office  of  the  Great  Southern  & 
Western  Ry.  (Ireland),  No.  287  Fifth  Avenue, 
New  York.  Queenstown  has  just  been  aban¬ 
doned  by  the  Cunard  Line  as  regards  her 
fastest  steamers. 

FISHGUARD. 

The  new  port  of  call  at  Fishguard 
has  produced  some  new  conditions  in  the 
English  transportation  field.  The  fol- 


north  by  a  substantial  breakwater  2,000 
feet  In  length.  The  bay  is  6  miles 
across.  Commodious  steam  tenders 
meet  all  liners  on  arrival  at  Fishguard 
and  convey  passengers  to  the  landing 
stage.  Fishguard  Harbor  station  is  on 
the  quay,  and  on  landing  passengers  only 
have  a  few  yards  to  walk  to  join 
the  trains  in  waiting.  Ample  refresh¬ 
ment  and  waiting  room  accommodation 


FISHGUARD  HARBOR 
With  Mauretania  in  distance 


lowing  is  some  valuable  information  rel¬ 
ative  to  disembarking  at  this  place : 

The  inauguration  of  Fishguard  as  a 
port  of  call  has  brought  New  York  5 
hours  nearer  to  London. 

Fishguard  Bay  is  protected  on  the 
east,  south  and  west  by  headlands  and 
hills  300  or  400  feet  high,  and  to  the 


is  provided,  while  on  a  commanding  po¬ 
sition  above  the  quays,  and  overlooking 
the  bay,  the  G.  W.  It.  Co.  have  under 
their  own  management  the  Fishguard 
Bay  Hotel  (late  “Hotel  Wynclifife’’), 
where  passengers  desirous  of  breaking 
the  journey  at  Fishguard  and  spending 
a  day  or  two  in  enjoying  the  attrac- 


271 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


tions  of  the  neighborhood  will  find 
every  comfort.  Passengers  are  relieved 
of  all  trouble  in  connection  with  their 
baggage  by  the  G.  W.  It.  Staff,  who  will 
land  it,  unpack  for  Customs  examina¬ 
tion,  repack,  hnd  register  and  label  it 
to  destination,  free  of  charge.  Baggage 
can  be  warehoused  at  a  small  charge,  if 
desired,  or  it  will  be  sent  by  passenger 
train  to  the  destination  station  pec  (if 
within  weight  allowed)  and  warehoused 
there.  The  company  will  also,  if  re¬ 
quired,  arrange  for  its  delivery  at  des¬ 
tination  at  a  moderate  charge.  Heavy 


earlier  than  by  any  other  route.  The 
special  boat  trains  will  be  equipped  with 
restaurant  cars,  and  if  a  night  journey 
is  made,  with  a  sleeping  car. 

If  the  number  of  passengers  landing 
from  an  ocean  steamer  on  any  occasion 
does  not  warrant  the  running  of  a  spe¬ 
cial  train  throughout,  the  regular  sched¬ 
ule  of  express  trains  will  be  available, 
through  carriage  accommodation  to 
London  being  provided. 

The  following  fares  are  in  operation 
for  ocean  passengers  landing  at  Fish¬ 
guard  : 


Single  Journey 

Fishguard  to 

English 

Currency 

American 

Currency 

1st  Cl. 

3d  Cl. 

1st  Cl. 

3d  Cl. 

London 

s.  d. 

s.  d. 

$  c. 

$  c. 

(Paddington) 

34  0 

19  0 

8  50 

4  75 

Bath . 

27  6 

14  4 

6  90 

3  60 

Birmingham.  .  . 

29  0 

1411 

7  25 

3  75 

Bristol . . . 

25  9 

13  4 

6  45 

3  35 

Cardiff . 

18  9 

910 

4  70 

2  50 

Oxford . 

35  0 

18  0 

8  75 

4  50 

Stratford . 

Paris  (via 

30  0 

15  6i 

7  50 

3  90 

Dover)-. ■.■.  -.  .  . 
Paris  (via 

99  8 

59  8 

25  0 

15  0 

Folkestone). . 

93  0 

54  8 

23  25 

13  70 

OLD  HEADTOF  KINS  ALE  LIGHT, 
IRELAND. 

luggage  can  be  left  in  charge  of  the  dock 
officials,  to  be  forwarded  by  goods  train, 
at  goods  train  rates.  A  cable  and  tele¬ 
graph  office  is  situated  at  the  landing 
quay  for  transmitting  messages  to  all 
parts  of  the  world. 

Special  express  trains  will  be  run 
from  Fishguard  as  soon  as  the  passen¬ 
gers  are  landed  from  the  ocean  steam¬ 
ers. 

Passengers  for  Paris,  and  the  Conti¬ 
nent  generally,  by  landing  at  Fishguard 
reach  their  destination  practically  a  day 


A  Comfortable  Sidewheel  Tender  at  Queens¬ 
town. 

Single  tickets  and  outward  halves  of 
return  tickets  between  Fishguard  and 
London  are  available  for  three  months 
if  purchased  in  America,  or  if  issued 
in  exchange  for  vouchers  obtained  in 
America.  In  other  circumstances  they 
are  available  for  ten  days.  Passengers 
are  permitted  to  break  the  journey  at 
any  station  on  the  route,  provided  the 
journey  be  completed  within  the  periods 
named'  above.  Return  tickets  are  avail¬ 
able  for  six  months. 

The  time  taken  to  trans-ship  mail  and 
passengers  at  Fishguard  is  remarkably 


272 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


short,  as  may  be  seen  by  the  annexed 
figures  which  are  for  the  disembarking 
of  passengers  and  mail  at  Fishguard  on 
Aug.  30,  1909,  from  the  “Mauretania’’  : 

Time  Table  of  Transfer  Operations. 


P.  M. 

Sighted  off  Strumble  Head .  12.48 

“Mauretania”  dropped  anchor  .  .  1.17 

Mail  Tender  alongside .  1.25 

Mail  Tender  left .  1.42 

Passenger  Tender  alongside .  1.33 

Passenger  Tender  left .  1.57 

“Mauretania”  departed  .  2.0 


Time  Table  of  Special  Train. 

P.  M. 

Mail  Train  —  Fishguard  Ocean 

Quay  dep .  2.7 

Paddington  .  6.40 

1st  Passenger  Train — 

Fishguard  Har¬ 
bor  Station  dep..  2.52 
Paddington  arr. .  7.28 

2nd  Passenger  Train — 

Fishguard  Har¬ 


bor  Station  dep.  3.5 
Paddington  .  7.56 


HOLYHEAD. 

Holyhead,  situated  on  the  West  Coast  of 
the  Isle  of  Anglesea,  off  the  North  Wales 
Coast,  is  the  port  of  call,  weather  and  other 
conditions  permitting,  of  the  White  Star 
(Liverpool  Service)  Steamers,  eastbound, 
during  the  season  April  1st  to  October  31. 
Disembarkation  is  effected  in  a  modern  and 
comfortable  manner,  and,  on  landing, 
passengers  will  find  in  readiness  a  Special 
Corridor  Train  for  London,  accomplishing 
the  journey  in  about  six  hours.  The  route 
of  the  Holyhead  American  Special  is  along 
the  picturesque  coast  line  of  North  Wales, 
a  most  favorable  and  interesting  section  for 
Tourists.  Chester  is  passed  through  en 
route,  then  Crewe  and  Rugby.  The  fast  and 
luxurious  train  follows  the  main  line  of  the 
London  &  North  Western  Ry.  and  places 
passengers  at  Euston,  Station,  a  most  conven¬ 
ient  centre  for  all  hotels  and  points  in  London. 
Those  who  do  not  wish  to  proceed  to  London 
direct  can  take  advantage  of  landing  at  Holy- 
head  to  visit  the  scenic  and  seaside  resorts  of 
North  Wales.  Many  Coaching  Tours  in  con¬ 
nection  with  Rail  Travel  will  be  found  con¬ 
venient  to  visit  the  Pass  of  Llanberis,  Snow¬ 
don,  Bettws-Y-Coed,  etc.  The  L.  &  N.  W. 
Ry.  maintains  a  first  class  Hotel  at  Holyhead. 
Moderate  Charges.  Special  booklets  and  in¬ 
formation  regarding  North  Wales  can  be 


THE  LANDING  STAGE  AT  RIVERSIDE  STATION,  LIVERPOOL. 


273 


SCIENTIFIC  AM E R ICAN 


obtained  at  the  American  Office  of  the  L. 
&  N.  W.  Ry.,  No.  287  Fifth  Avenue,  New 

York. 

LIVERPOOL  AND  RIVERSIDE  STATION 
TO  LONDON,  ETC. 

Li  verpool,  the  home  port  of  many  important 
British  Steamship  Lines,  is  located  on  the 
river  Mersey,  North  West  section  of  Eng¬ 
land,  geographically  convenient  to  all  parts 
of  the  British  Isles  and  within  4-hour,s 
train  run  of  London.  For  the  convenience 
of  trans-Atlantic  passengers,  Riverside’  Rail¬ 
way  Station  (adjoining  the  Landing  Stage) 
affords  a  direct  Special  Train  Service  to  Lon- 


HANDBOOK  OF  TRAVEL 


pool  and  London,  by  several  optional  routes 
to  visit  the  historical  places  as  follows: 
Chester  (Cathedral,  Roman  Walls,  etc.,  gate¬ 
way  for  North  Wales);  Manchester,  Shrews¬ 
bury,  Crewe,  Lichfield,  (for  the  noted  three- 
spired  Cathedral),  Nuneaton  (for  Cecrge 
Eliot's  Country);  Birmingham;  Coventry; 
Kenilworth,  Leamington,  (for  Warwick  and 
Stratford-on-Avon.  The  most  interesting 
manner  of  visiting  Shakespeare’s  Country  is 
to  make  Leamington  a  centre  and  drive 
through  rural  England  visiting  Kenilworth, 
Warwick,  and  Stratford-on-Avon.  Carriage 
charges  are  moderate) ;  Rugby  (for  its  noted 
Schools,  Dr.  Arnold’s;)  Northampton  (for 


“OCEAN  SPECIAL,”  LEAVING  FISHGUARD. 


don,  run  on  arrival  of  the  principal  steamers 
from  America.  These  trains  are  of  the  corn- 
dor  class,  Dining  Cars,  Etc.  Disembarkation 
at  Lirerpool  obviates  landing  by  tender,  the 
transfer  being  effected  direct  from  the  ocean 
steamer  to  the  train  in  waiting.  The  route 
between  Liverpool  and  London  via  the  Lon¬ 
don  &  North  Western  Ry.  is  very  interesting 
and  comprehensive.  The  fast  American 
Specials  travel  via  Crewe,  Stafford,  and  Rug¬ 
by,  the  direct,  original,  and  shortest  route 
between  Liverpool  and  London.  The  ex¬ 
tensive  area  covered  by  the  London  &  North 
Western  Ry.  will,  however,  permit  passengers 
to  travel,  at  the  ordinary  rates  between  Liver- 


Washington’s  ancestral  home) ;  Bletchley  (con¬ 
venient  junction  for  the  Universities  Oxford 
and  Cambridge). 

The  route  from  Liverpool  to  the  North  is 
likewise  convenient  for  those  who  wish  to 
visit  the  English  Lakes  or  Scotland.  The 
London  &  North  Western  issue  an  exception¬ 
ally  interesting  assortment  of  literature  which 
can  be  obtained  on  application  to  the  Amer¬ 
ican  Office  of  the  Company.  No.  287  Fifth 
Avenue,  New  York  City,  "Hold”  Baggage 
can  be  checked  direct  from  hotel  or  residence 
in  New  York  to  London,  delivered,  via  Liver¬ 
pool,  Cunard  and  White  Star  Line  Steamers, 
cn  application  to  the  office  above. 


274 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


The  following  information  for  ocean 
pa'ssengers  landing  at  Liverpool  is  fur¬ 
nished  by  the  Great  Western  Railway 
Co.,  355  Broadway,  New  York.  Trains 
start  from  Birkenhead,  connected  by 
ferry  with  Liverpool.  London  is  also 
reached  by  the  Midland  Railway,  the  ter¬ 
minus  of  which  is  at  St.  Pancras  Station 
in  Euston  Road:  by  the  Great  Northern 
Railway,  the  terminus  of  which  in  Lon¬ 
don  is  at  King's  Cross,  and  by  the  new 
Great  Central  Railway,  the  terminus  of 
which  is  at  the  Marylebone  Station. 
Space  forbids  a  comparison  of  the  mer¬ 
its  of  the  accommodations,  etc.,  on  the 
different  roads.  Folders  and  booklets 
will  be  found  in  abundance  in  the  sta¬ 
tion  at  Liverpool  and  on  the  steamers. 


EDDYSTONE  LIGHTHOUSE. 

There  are  several  routes  between  the 
port  of  Liverpool  and  London,  and  trav¬ 
elers  have  the  choice  of  the  following, 
and  are  permitted  to  break  the  journey 
at  any  station  en  route,  provided  the 
journey  be  completed  within  the  speci¬ 
fied  time. 

1.  The  “Royal'’  Shakespeare  route  — 
skirting  the  border  of  Wales  and  pass¬ 
ing  through  Chester,  Shrewsbury.  Bir¬ 
mingham,  Warwick,  Leamington,'  Strat¬ 
ford-on-Avon,  Oxford,  Reading,  Slough 
and  Windsor. 

2.  The  Severn  Valley  and  Worcester 
route — passing  through  Chester.  Shrews¬ 
bury,  Bridgnorth,  Worcester.  Stratford- 
on-Avon,  Oxford,  Slough  and  Windsor. 


3.  The  Hereford,  Ross  and  Gloucester 
route — passing  through  Chester,  Shrews¬ 
bury,  Ludlow,  Hereford,  Ross,  Mon¬ 
mouth,  Tintern,  Chepstow,  Gloucester, 
Slough  and  Windsor. 

4.  The  Hereford,  Bristol  and  Bath 
route,  at  slightly  increased  fares — pass- 


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go,  Injury,  delay  or  detention 
Coaches  or  Sienruboatv  The 
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t  IcVctA  do  not  lodlnde  t  U*  rose 
or  botwoaiL  Railway  Stations 

required. 


□  one  direction  only, 

he  cover. 

aed  when  Accompanied 
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TICKET  TO  LONDON. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


275 


ing  through  Chester,  Shrewsbury,  Lud¬ 
low.  Hereford,  Abergavenny,  Bristol, 
Bath,  Slough  and  Windsor. 

Or,  if  it  is  desired  to  reach  the  Con¬ 
tinent  direct  from  Liverpool  without 
making  any  stay  in  England,  travelers 
are  able  to  join  through  carriages  at 
Birkenhead  (Liverpool)  for  Folkestone 
or  Dover  via  Reading. 

The  Great  Western  Railway  Co.’s  rep¬ 
resentative  meets  the  steamers,  on  their 
arrival  at  Liverpool,  to  render  assist¬ 
ance  to  passengers  by  the  Great  West¬ 
ern  Line. 

Passengers  taking  or  holding  through 
tickets  to  London  incur  no  expense  at 
Liverpool,  as,  after  passing  their  bag¬ 


gage  through  the  Custom  House,  dock 
porters  transfer  it  at  no  cost  to  the 
owners,  who  need  not  leave  the  landing 
stage,  where  through  tickets  can  be  ob¬ 
tained  at  the  Great  Western  Co.’s  of¬ 
fice  in  the  Custom  House  waiting  room. 

Heavy  luggage  can,  if  so  desired,  be 
checked  through  to  London  direct  or  any 
station  on  the  Great  Western  Railway, 
and  no  charge  for  conveyance  by  rail  is 
made  if  within  the  weight  allowed  free. 

The  company  will  also  arrange,  upon 
-payment  of  6d.  per  package,  for  the  lug¬ 
gage  to  be  delivered  at  any  hotel  or 
residence  within  a  certain  radius  at  the 
principal  places  served  by  the  Great 
Western  Railway. 


PRINCIPAL  CHANNEL  PORTS  AND  LIGHTS. 


PLYMOUTH  (ENGLAND)  HARBOR- 


276  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


THE  TENDER  “CHESHIRE” 

In  Plymouth  Harbor,  carrying  the  Mail. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


The  company's  agent  at  11  James 
Street,  Liverpool,  will,  on  receipt  of  a 
telegram  from  Queenstown,  arrange  for 
the  retention  of  compartments  in 
through  carriages.  Compartments  are 
retained  for  four  first  class,  or  six  sec¬ 
ond  or  third  class  passengers,  or  on 
payment  of  the  fares  for  these  numbers. 
New  York  Office,  355  Broadway,  New  \ork. 

CHANNEL  ROUTE. 

The  Scilly  Islands,  lying  off  Land's 
End,  come  first  into  view,  and  from 
Bishop's  Rock  Light  notice  of  the  ship  s 
arrival  has  been  sent  by  wire,  then  as 
the  ship  is  steered  on  her  course,  the 
Cornish  Coast  is  seen,  and  the  Lizard 
Lighthouse  also  reports  t lie  ship's  prog¬ 
ress.  Ere  long  the  Eddystone  light  is 
visible,  and  11  miles  distant  is : 

PLYMOUTH.  The  steamer  anchors 
in  the  roadstead  and  tenders  come 
alongside  promptly  for  the  passengers, 
baggage  and  mails. 

l’assengers  landing  here  can  proceed 
by  special  train  (4%  hours)  for  Loudon, 
or  they  can  explore  the  beautiful  Dev¬ 
onshire  country,  visiting  the  fashionable 
watering  places,  particularly  Ilfracombe, 
which  Charles  Kingsley  said,  “combines 
the  soft  warmth  of  south  Devon  with 
the  bracing  freshness  of  the  Welsh 
Mountains,’’  and  then  proceed  by  slow 
stage  to  London  and  view  the  fascina¬ 
ting  Cathedral  towns,  Exeter  and  Salis¬ 
bury,  cn  route,  or  there  are  good  con¬ 
nections  for  jauntings  through  Cornwall, 
Wales  or  the  Shakespeare  country. 

Passengers  landing  at  Plymouth,  Eng¬ 
land.  can  make  the  journey  by  either 
the  Great  Western  Railway  or  the  Lon¬ 
don  and  Southwestern  Railway ;  both 
routes  run  through  fine  country,  and 
the  railwray  connections  are  excellent. 
On  the  Great  Western  there  is  a  choice 
of  routes  to  London  which  are  available 
for  their  communication.  The  follow¬ 
ing  information,  will  prove  of  interest : 

1.  The  new  direct  short  route  via  Exe¬ 
ter,  Taunton,  Westbury,  Newbury  and 
Reading  (inaugurated  July  2,  1906). 

2  The  “Cathedral”  Route,  via  Exeter, 
Bristol,  Severn  Tunnel,  Hereford,  Wor¬ 
cester,  Stratford,  Leamington,  Oxford 
and  Reading.  „ 

ft.  The  “Royal”  Route,  via  Exeter, 
Bristol.  Bath,  Swindon  and  Reading. 

4.  The  Westbury  and  Salisbury  Route. 
Or.  if  it  is  desired  to  reach  the  Con¬ 
tinent  direct  without  making  any  stay 
in  England,  a  through  route  to  the  Con¬ 
tinent  is  provided  via  Reading  and 
Folkestone  or  Dover. 

The  Great  Western  is  the  Royal  and 
Mail  Route  to  London,  and  upon  sev¬ 
eral  occasions  has  conveyed  the  mails 
from  Plymouth  to  London  in  less  than 
four  hours. 

Passengers  landing  at  Plymouth  prac¬ 
tically  save  the  whole  of  the  time  oc¬ 
cupied  by  the  voyage  up  the  English 
Channel  and  the  River  Thames. 

By  arrangement  with  the  shipping 
companies  well  appointed  and  cornmo- 


THE  PLYMOUTH  EXPRESS  RUNS  TO  LONDON  IN  FOUR  HOURS  AT  PHENOMENAL  SPEED 


278 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


dious  steam  tenders  meet  vessels  on  ar¬ 
rival  at  Plymouth,  and  passengers  are 
taken  by  these  tenders  direct  to  the 
landing  stage,  which  is  near  the  center 
of  the  town. 

A  Great  Western  Railway  official 
travels  with  all  tenders  between  the  ship 
and  landing  stage  and  will  be  pleased  to 
supply  passengers  with  particulars  rela¬ 
ting  to  train  service,  booking  of  seats, 
etc. 

The  railway  staff  relieve  passengers  of 
all  trouble  in  connection  with  their  bag¬ 
gage.  Dock  porters  land  it,  unpack  for 
Customs  examination,  repack,  and  af¬ 
terward  register  and  label  it  to  desti¬ 
nation  free  of  charge. 

Baggage  can  be  warehoused  at  Ply¬ 
mouth  at  a  small  charge,  if  desired,  or 
it  will  be  sent  by  passenger  train  to  the 
destination  station  free  (if  within 
weight  allowed)  and  warehoused  there. 

The  railway  company  will  also,  if  re¬ 
quired,  arrange  for  its  delivery  at  desti¬ 
nation  at  a  moderate  charge. 

Heavy  luggage  can  be  left  in  charge 
of  the  dock  officials,  to  be  forwarded  by 
goods  train,  at  goods  train  rates,  and  a 
charge  of  lOd.  per  package  dock  dues. 

Waiting  and  retiring  rooms  are  pro¬ 
vided  at  the  docks  immediately  con¬ 
tiguous  to,  and  communicating  with,  the 
Customs  baggage  warehouse. 

A  buffet  is  provided  in  the  waiting 
room,  where,  in  addition  to  light  re¬ 
freshments,  luncheon  or  tea  baskets  can 
be  procured  or  ordered  for  supply  at 
stations  en  route. 

A  post  office  clerk  is  in  attendance 
in  the  waiting  room  for  the  purpose  of 
receiving  and  despatching  telegrams. 

Special  express  trains  will  be  run 
from  the  docks  at  Plymouth  as  soon  as 
the  passengers  are  landed  from  the 
ocean  steamers. 

The  special  trains  from  Plymouth  to 
London  perform  the  journey  in  a  little 
over  four  hours.  Restaurant  cars  are 
run  on  the  trains,  and  sleeping  cars  on 
the  night  trains. 

If  the  number  of  passengers  landing 
on  any  occasion  does  not  warrant  the 
running  of  a  special  train  throughout, 
the  regular  schedule  of  express  trains 
will  be  available,  through  carriage  ac¬ 
commodation  to  London  being  provided. 

For  the  convenience  of  passengers 
small  tables  are  provided  on  applica¬ 
tion,  at  a  charge  of  6d.  each,  in  the 
compartments  of  the  special  trains. 

Cabs  will  in  all  cases  be  in  attendance 
at  the  baggage  warehouse  for  passen¬ 
gers  who  are  desirous  of  proceeding  to 
any  part  of  Plymouth  or  to  any  of  the 
several  hotels  in  Plymouth  before  con¬ 
tinuing  their  journey. 

If  accommodation  is  required  at  the 
Royal  Hotel,  Paddington  station.  Lon¬ 
don,  the  company's  officials  will  tele¬ 
graph,  free  of  charge,  for  same  to  be 
reserved,  upon  notification  being  given. 
Private  omnibuses  can  be  ordered  in  the 
same  way. 

The  following  reduced  -  special  fares 
are  in  operation  for  ocean  passengers 
landing  at  Plymouth  : 


PLYMOUTH  TABLE 
The  following  reduced  special  fares  are  in 
operation  for  ocean  passengers  landing  at 
Plymouth.  : 


English 

Coinage 

American 

Coinage. 

Plymouth  to 

1st  Cl. 

3d  Cl. 

1st  Cl. 

3d  Cl. 

s.  d. 

s.  d. 

*  c. 

$  c. 

Exeter . 

7  0 

3  6 

1  75 

0  88 

Taunton . 

11  2 

5  7 

2  80 

1  40 

Bristol . 

17  0 

8  6 

4  25 

2  13 

Bath . 

18  8 

9  4 

4  70 

2  33 

Swindon . 

24  0 

12  0 

6  0 

3  0 

Didcot . 

28  0 

13  6 

7  0 

3  38 

Reading . 

30  0 

13  6 

7  50 

3  38 

Salisbury . 

Paddington 
(London) : 
Routes  Nos. 

21  0 

10  6 

5  25 

2  63 

1  or  3 . . 

30  0 

15  0 

7  50 

3  75 

Route  No.  4. .  . 
Cathedral  Rte. 

Via  Exeter, 
Bristol,  Here¬ 
ford,  Gt.  Mal- 
veri  n ,  Wor- 

' 

35  9 

18  3 

8  95 

4  55 

cester,  Strat¬ 
ford -on -Av¬ 
on,  Warwick 
a  n  d  Oxford 
route  No.  2 

. 

45  0 

24  0 

11  25 

6  0 

Fourteen  days  allowed  to  complete  the 
journey  to  Paddington. 

Four  days  allowed  to  complete  the 
journey  to  all  other  stations. 

A  permit  can  be  obtained  from  the 
booking  clerks,  authorizing  passengers 
to  break  the  journey  at  any  interme¬ 
diate  station. 

In  addition  to  the  above-mentioned 
figures,  2/6  (66  cents)  per  passenger  is 
charged  to  cover  the  dock  dues  and  all 
services  rendered  in  connection  with  the 
conveyance  of  passengers’  baggage  to  the 
baggage  warehouse,  its  examination 
there,  and  its  conveyance  to  the  Great 
Western  Railway  vans  or  to  the  Mill- 
bay  station.  This  commuted  dock  charge 
of  2  /6  only  applies  to  passengers  who 
are  about  to  travel  by  the  Great  West¬ 
ern  Railway  to  a  station  not  less  than 
50  miles  distant,  and  to  the  baggage 
which  accompanies  passengers  in  the 
train.  Passengers  not  proceeding  by  the 
G.  W.  R.  beyond  a  distance  of  50  miles 
will  be  charged  6d.  for  each  passenger 
and  lOd.  for  each  package  of  luggage 
for  dock  dues  and  landing  charges. 

PASSENGERS  RETURNING  FROM 
ENGLAND  VIA  PLYMOUTH. 

The  superintendent  of  the  line,  Pad¬ 
dington  station,  London,  will  furnish  all 
particulars  to  passengers  who  wish  to 
avail  themselves  of  the  advantages  af¬ 
forded  by  either  of  the  Great  Western 
routes  on  the  return  journey. 

On  receipt  of  notification,  the  Great 
Western  Company  will  collect  passen¬ 
gers’  luggage  in  London  within  a  cer¬ 
tain  radius  and  see  that  it  is  placed  on 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


279 


the  outgoing  vessel,  at  a  charge  of  1  /- 
per  package,  up  to  the  weight  allowed 
according  to  the  class  of  ticket  held. 
Luggage  brought  to  Paddington  station 
by  passengers  will  be  conveyed  and 
placed  on  outgoing  vessel  at  a  charge 
of  6d.  per  package,  up  to  the  weigut 
allowed  according  to  the  class  of  ticket 
held. 

The  London  and  Southwestern  Rail¬ 
way  issue  booklets  giving  full  informa¬ 
tion.  They  will  be  found  on  the  steam¬ 
er,  or  will  be  mailed  from  the  New  York 
office,  5th  Avenue  and  30th  Street,  New 
York  City.  The  literature  of  the  Great 
Western  Railway  (most  attractive)  is 


also  to  the  Channel  Islands.  Southamp¬ 
ton  is  also  the  point  where  passengers 
take  steamers  for  the  Havre  service. 

“American  Line”  and  a  number  of  the 
“White  Star  Line”  steamers  make 
Southampton  their  eastern  terminal 
port.  The  North  German  Lloyd  and 
Ilamburg-American  Lines  use  it  as  a 
port  of  call.  The  landing  and  Customs 
arrangements  are  of  the  first  order.  Li¬ 
ners  enter  the  docks  at  any  time  of  the 
day,  regardless  of  the  state  of  the  tide. 

Customs  examination,  which  takes 
place  directly  after  landing,  is  conduct¬ 
ed  in  enclosed  sheds  on  the  wharf, 
where  the  Loudon  train  is  drawn  up. 


THE  “NEEDLES” 


mailed  from  the  New  York  office,  355 
Broadway,  New  York. 

SOUTHAMPTON. 

Southampton  is  78  miles  from  Lon¬ 
don.  The  docks  are  situated  within  a 
perfectly  shielded  harbor  ;  the  docks  are 
as  accessible  by  night  as  by  day  and 
have  the  advantage  of  double  tides, 
with  practically  four  hours  of  high  wa¬ 
ter  with  every  tide,  thus  affording  ex¬ 
cellent  accommodations  for  the  largest 
steamers.  There  are  many  interesting 
trips  which  can  be  made  from  South¬ 
ampton,  notably  from  the  Isle  of  Wight, 


-ISLE  OF  WIGHT. 


Passengers  will  claim  their  baggage 
and  open  for  inspection  the  piece  or 
pieces  which  the  officer  may  select,  and 
can  then  take  their  seats  in  the  train. 
The  procedure  occupies  but  a  short  space 
of  time,  and  passengers  reach  London 
(Waterloo  station)  within  three  hours 
from  the  time  of  the  steamer’s  arrival. 

Passengers  for  France  leave  South¬ 
ampton  by  the  steamers  of  the  London 
&  Southwestern  Railway,  starting  from 
Southampton  at  midnight  for  Havre  and 
connecting  with  train  which  generally 
enables  passengers  to  reach  Paris  (Gare 
St.  Lazare)  at  11  :30  the  following 
morning.  A  very  economical  route. 


280  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


LONDON. 

Steamers  of  the  Atlantic  Transport 
Line  usually  land  their  passengers  on 
the  quay,  at  Tilbury,  where  Customs 
examination  takes  place,  and  whence 
passengers  are  conveyed  by  special  train 
to  St.  Pancras  Station.  Baggage  is 
transported  free  of  charge  to  St.  Pan- 
eras  Station,  where  it  must  he  claimed 
by  the  owner,  and  may  be  transferred 
by  omnibus  or  cab  to  hotel  or  residence. 


London  Cab  Fares.  —  By  distance, 
within  the  four-mile  radius  from  Char¬ 
ing  Cross,  for  any  distance,  not  exceed¬ 
ing  two  miles,  i  /-.  For  every  addi¬ 
tional  mile  or  part  of  a  mile,  Gd.  If 
hired  outside  the  four-mile  circle,  when¬ 
ever  discharged,  1  /-  per  mile  or  frac¬ 
tion  of  a  mile.  For  more  than  two  per¬ 
sons  an  additional  charge  of  Gd.  each  is 
made.  Baggage  carried  outside,  2d.  per 
package. 


SKETCH  MAP  OF  SOUTHAMPTON  AND  DISTRICT. 


PLAN  OF  SOUTHAMPTON  DOCKS. 


SOUTHAMPTON. 


Pillows  and  Blankets  to  hire. 


PART  II 


CONTINENTAL,  PORTS 


CHERBOURG. 


This  important  port  is  a  great  French 
naval  base,  and  the  steamer  passes  the 
torts  and  anchors  inside  the  break¬ 
water.  Here,  too,  the  landing  is  by 
tender,  one  for  passengers  and  light 
baggage  and  the  other  for  heavy  trunks. 

Special  trains  for  l’ans  are  drawn  up 
alongside  the  landing  stage  and  as  soon 
as  the  baggage  has  been  examined  by 
the  C  ustoms  the  train  is  despatched, 
making  the  run  in  about  6V&  to  7  hours. 
A  baggage-master  of  the  American  Ex¬ 
press  accompanies  the  train  and  is  pre¬ 
pared  to  give  the  passengers  any  help 
that  may  be  required.  A  restaurant 
car  is  generally  attached  to  the  train. 

From  October  to  June  the  passengers 
are_  landed  here  up  to  11.00  P.  M.  or 
6.45  A.  M.,  the  following  morning.  From 
July  to  October  the  landing  is  made  up 
to  the  same  hour  in  the  evening  or  8.00 
A.  M.  the  following  morning. 

Cherbourg  has  become  the  most  im¬ 
portant  gateway  for  Americans  plan¬ 
ning  a  trip  to  the  Continent,  and  the 
principal  trans-  Atlantic  lines  include 
this  port  now  in  their  itineraries.  The 
great  Continental  metropolis,  Paris,  is 
only  a  few  hours  distant  and  lines  ra¬ 
diate  from  it  to  all  parts  of  Europe.  It 
is  the  most  convenient  center  for  trips 
into  Germany,  Switzerland,  Spain,  the 
French  and  Italian  Itivieras.  and  trav¬ 
elers  en  route  to  Egypt  and  the  east 


LIGHTHOUSE,  CHERBOURG. 


find  the  most  expeditious  routes  con¬ 
veniently  accessible  by  magnificent 
trains  de  luxe  via  Marseilles  and  Brin¬ 
disi.  Under  no  circumstances  ever  stop 
at  a  hotel  in  Cherbourg.  The  train  ser¬ 
vice  to  Paris  is  abominable,  and  one 
steamship  company  threatened  to  aban¬ 
don  it  as  a  port  of  call,  if  conditions 


HARBOR  OF  CHERBOURG. 


were  not  improved.  It  is  a  shame  that 
such  an  ideal  port  should  be  so  badly 
served. 

HAVRE. 

Distance  from  Paris,  142  miles. 

Havre  is  the  port  of  landing  for 
steamers  of  the  (’ompagnie  Gen<?rale 
Transatlantique.  When  the  state  of  tide 
permits,  steamers  proceed  direct  to  the 
wharf.  Should  low  water  prevent  this, 
passengers  are  conveyed  by  tender  to  the 
steamship  quay. 

Hand  baggage  is  passed  at  Havre. 
Passengers  by  the  French  line  purchas¬ 
ing  through  tickets  to  Paris,  register 
their  heavy  baggage  at  New  York  for 
immediate  transfer  from  Havre  to  Paris 
without  opening  at  Havre,  and  ('ustoms 
examination  takes  place  in  Paris  on  ar¬ 
rival  of  special  train.  This  special  train 
starts  from  the  side  of  the  steamship 
pier  at  Havre,  leaving  as  soon  as  the 


281 


282 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


baggage  can  be  discharged  and  placed  on 
board  the  train.  The  journey  to  I’aris 
is  accomplished  in  about  five  hours,  the 
train  arriving  at  the  Gare  St.  Lazare, 
situated  in  the  heart  of  the  city  and  in 
close  proximity  to  the  principal  hotels. 


LANDING  AT  BOULOGNE-SUR-MER. 

In  the  interest  of  passengers  the  Hol- 
land-America  Line  has  established  the 
rule  not  to  transfer  passengers  at  Bou- 
logne-sur-Mer  between  the  hours  of  11 
P.  M.  and  6  A.  M. 

The  steamer  anchors  in  the  roads  and 
passengers  are  conveyed  ashore  by  ten¬ 
der. 

Passengers  wishing  to  land  at  Bou- 
logne-sur-Mer  are  requested  to  inform 
the  purser  and  baggage  master  thereof 
in  due  time  and  should  make  sure  that 
none  of  their  luggage  or  other  property 
remains  on  board. 

The  attention  of  first  cabin  passen¬ 
gers,  who  intend  to  disembark  at  Bou- 
logne-sur-Mer  for  Paris,  without  hav¬ 
ing  purchased  through  tickets  to  the  lat¬ 
ter  place,  is  called  to  the  great  desira¬ 


bility  of  procuring  railroad  tickets  at 
the  official  railroad  fares  from  the  pur¬ 
ser  on  board  before  leaving  the  steam¬ 
er,  viz.  : 

1st  class  ticket  Boulogne — Paris, 
$5.50  or  francs  28.65 
2d  class  ticket  Boulogne — Paris, 
$3.70  or  francs  19.40 

For  the  convenience  of  its  passengers 
this  company  has  arranged  that  baggage 
of  passengers  holding  railroad  orders  to 
Paris  can  be  checked  through  to  Paris 
on  board  the  steamer.  Such  baggage  will 
not  be  examined  by  the  French  Custom¬ 
house  officers  at  Boulogne-sur-Mer,  but 
will  go  right  through  to  Paris  in  bond. 
Examination  will  take  place  at  the  Paris 
railroad  station  “Nord,”  when  the 
check  made  out  on  board  is  surrendered 
in  order  to  obtain  delivery  of  the  bag¬ 
gage  mentioned  therein. 

Baggage  up  to  30  kilos  belonging  to 
passengers  who  are  in  possession  of  rail¬ 
road  tickets  to  Paris,  will  be  carried 


from  Boulogne-sur-Mer  to  Paris  free  of 
charge  when  registered  on  board  against 
payment  of  franc  0.10  to  the  purser  or 
baggage  master  for  registry. 

Baggage  weighing  over  30  kilos  owned 
by  such  passengers  will  be  checked 
through  to  Paris  at  rates  which  will  be 
furnished  by  the  purser  upon  applica¬ 
tion. 

Passengers  are  requested  to  look  out 
themselves  for  their  hand  baggage. 

Passengers  are  strongly  cautioned 
against  engaging  the  services  of  unau¬ 
thorized  interpreters  or  porters  at  Bou¬ 
logne-sur-Mer. 


ANTWERP. 

The  Red  Star  Liners  on  arriving  in 
Antwerp  proceed  immediately  to  the 
landing  pier,  where  the  baggage  is  ex¬ 
peditiously  landed  and  arranged  alpha¬ 
betically  on  tables  for  Customs  examina¬ 
tion. 


BOULOGNE-STTR-MER. 

Passengers  must  claim  their  baggage 
and  open  such  pieces  as  the  Customs 
officer  may  designate. 

Cab  fares  are  as  follows :  The  course, 
Fes.  1.50;  by  the  hour,  1  to  3  persons, 
Fes.  2 ;  by  the  hour,  4  persons,  Fes. 
2.50. 


LANDING  AT  IIOEIv  VAN  HOLLAND. 

Whenever  tide  or  other  circumstances 
may  prevent  the  steamer  from  proceed¬ 
ing  at  once  to  Rotterdam,  passengers 
and  their  luggage  will  be  landed  at  the 
pier  of  the  Holland-America  Line  at  the 
llook  of  Holland.  In  such  cases  the- 
Customs  inspection  will  take  place  on 
the  company's  dock,  where  through 
tickets  to  almost  every  important  sta¬ 
tion  either  in  the  Netherlands  or  Ger¬ 
many  may  be  had  at  exactly  the  same 
price  as  if  purchased  at  the  Rotterdam 
railway  depot.  Luggage  will  be  regis¬ 
tered  through  to  any  of  those  stations 
at  the  same  price  as  if  it  had  been  reg¬ 
istered  at  Rotterdam. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


283 


Between  Hook  of  Holland  and  Rotter¬ 
dam  passengers  (with  their  luggage) 
travel  by  special  train  free  of  charge. 

In  the  case  of  a  steamer  proceeding 
to  the  company’s  pier  at  the  Hook  of 
Holland  notices  will  be  furnished  to  pas¬ 
sengers  in  due  time  before  arrival  show¬ 
ing  time  tables  of  trains  provided  for 
different  directions. 


LANDING  AT  ROTTERDAM. 


Cabin  passengers  will  please  note 
that  the  Custom-house  inspection  of  bag- 


ROTTERDAM. 


gage  will  take  place  on  board,  imme¬ 
diately  after  reaching  Hoek  van  Hoi 
land,  on  the  way  to  Rotterdam.  Pas¬ 
sengers  are  recommended  to  have  their 
baggage  inspected  while  the  Custom¬ 
house  officers  are  on  board,  to  prevent 
annoyance  and  detention  upon  arrival. 

Baggage  checked  to  the  railway  de¬ 
pots  by  the  baggage  master,  who  will 
board  the  steamer  on  the  way  to  Rot¬ 
terdam,  will  be  carried  by  the  company 
to  the  railway  depots  free  of  charge. 
Such  baggage  must  be  claimed  against 
delivery  of  check  at  the  railway  depot 
before  leaving  Rotterdam. 

No  baggage  is  delivered  by  the  com¬ 
pany  at  hotels  or  private  addresses.  Pas¬ 
sengers  intending  to  go  to  an  hotel, 
should  take  their  baggage  with  them. 

Carriages  and  hotel-omnibuses  will  be 
found  on  the  company’s  dock. 


BREMEN. 

Passengers  by  the  steamers  of  the 
North  German  Lloyd  Line  disembark  at 
Bremerhaven,  at  the  mouth  of  the  River 
VVeser,  and  are  conveyed  by  special  train 
to  Bremen,  a  distance  of  31  English 
miles,  the  journey  occupying  about  l1/,. 
hours. 

The  Customs  examination  of  baggage 
usually  takes  place  in  the  passengers' 
waiting  hall  at  Bremerhaven  directly  af¬ 
ter  disembarking.  Should  the  steamer 
enter  the  Weser  in  the  evening  so  that 
examination  of  the  baggage  cannot  be 
effected  the  same  day,  passengers  will 
be  at  once  landed  at  Bremerhaven  with 
their  hand  baggage,  after  examination  of 
which  they  can  proceed  to  Bremen.  The 
remaining  baggage  follows  during  the 
night  to  Bremen,  where  the  Customs 


HAMBURG. 


examination  takes  place  on  the  following 
day  in  the  baggage  room  adjoining  the 
Central  Railroad  station. 

Cab  Fares. — For  the  first  quarter  of 
an  hour,  80  pfg.  For  each  additional 
quarter  hour,  10  pfg. 

HAMBURG. 

Hamburg  is  the  port  of  arrival  and 
departure  for  steamersi  of  the  Ilamburg- 
American  Line. 

First  and  second  class  passengers  by 
these  steamers  are  landed  at  Cuxhaven, 
at  the  mouth  of  the  River  Elbe,  about 
2)4  or  3  hours’  journey  by  special  train 
which  leaves  on  arrival  of  steamer,  and 
conveys  passengers  to  the  Venloer  sta¬ 
tion  in  Hamburg1: 

All  baggage  of  such  passengers  is 
passed  by  the  Customs  officials  in  the 


ROTTERDAM 


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SCHIEDA 


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l  IGHT  VAN  miANO 


HOEK  VAN  HOLLAND  AND  ROTTERDAM. 


2S4 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


steamship  company's  waiting  room  at 
Cuxhaven. 

The  Bahnhof  (railway  station)  at 
Hamburg  is  situated  about  a  mile  from 
the  Alster,  on  the  banks  of  which  (Ii 
principal  hotels  are  located. 

Cab  Fares. — 80  pfg.  for  first  1,200 
meters.  10  pfg.  for  each  additional  400 
meters  for  one  or  two  persons.  80  pfg. 
for  first  000  meters,  10  pfg.  for  each 


Should  the  state  of  the  tide  not  per¬ 
mit  steamers  to  proceed  immediately  up 
the  river  to  Glasgow,  passengers  may  be 
landed  by  tender  at  Greenock,  situated 
at  the  entrance  to  the  Clyde  and  about 
23  miles  distant  from  Glasgow,  and  will 
proceed  thence  by  train.  In  the  latter 
event  the  examination  of  baggage  takes 
place  on  the  pier  at  Greenock. 

The  examination  is  conducted  with 
celerity,  only  one  or  two  selected  pack 


CUXHAVEN  (HAMBURG)  AND  BREMERHAFEN. 
Showing  Railway  Connections. 


additional  300  meters  for  three  or  four 
people. 

Motor  Cabs. — 80  pfg.  first  600  meters, 
10  pfg.  each  additional  300  meters,  one 
or  two  people.  80  pfg.  first  400  meters. 
10  pfg.  each  additional  200  meters,  three 
or  four  persons. 

GLASGOW. 

Distance  to  London,  405  miles :  dis¬ 
tance  to  Edinburgh.  42  miles. 

Passengers  by  all  lines  usually  dis¬ 
embark  at  the  wharfs  of  these  lines, 
located  about  two  miles  from  the  center 
of  the  city  and  the  principal  hotels. 
Customs  examination  of  baggage  is  con¬ 
ducted  on  the  quay. 


ages  being  opened  for  Customs  inspec¬ 
tion. 

Representatives  of  the  railroad  lines 
are  in  attendance  on  arrival  of  the 
steamers,  and  will  furnish  all  necessary 
information  as  to  train  service,  fares, 
etc. 

Glasgow  Cab  Fares. — Cabs  may  be 
hired  by  time  or  distance 

Fares  by  Time. — 2  /-  for  the  first  hour 
or  part  thereof,  and  fid.  for  each  addi¬ 
tional  quarter  hour  or  part  thereof. 

Fares  by  Distance. — Four  persons,  not 
exceeding  1  mile,  1/-;  each  additional 
half  mile.  fid.  Two  persons,  not  ex¬ 
ceeding  l1/!*  miles,  1/-:  each  additional 
half  mile,  fid. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


285 


GENOA. 

The  trans-Atlantic  liners  on  arriving  at 
Genoa  proceed  direct  to  the  landing  pier 
(I’onte  Federico  Guglielmo),  where  pas¬ 
sengers  disembark.  Baggage  is  expe¬ 
ditiously  removed  from  the  ship  to  the 
Customs  examination  shed  on  the  pier, 


GENOA  HARBOR. 

where  passengers  will  claim  their  bag¬ 
gage.  The  Customs  officials  usually  in¬ 
spect  one  or  two  packages,  and  accept 
the  passenger's  declaration  that  no  to¬ 
bacco,  cigars  (which  are  prohibited), 
liquors  or  new  clothing  are  contained  in 
the  baggage. 


At  the  railroad  office  in  the  Customs 
sheds,  travelers  can  purchase  tickets  and 
have  their  baggage  checked.  There  is 
also  a  bonded  storeroom,  where  baggage 
can  be  stored  in  bond. 

NATLES. 

Passengers  arriving  via  trans-Atlantic 
steamers  are  landed  by  tender.  Bag¬ 
gage  is  cleared  in  the  Harbor  Buildings, 
close  to  the  landing  stage. 


Trouble  and  delay  will  be  avoided  at 
the  Custom  House  if  passengers  are 
careful  not  to  carry  tobacco  or  cigars 
in  trunks  or  portmanteaux. 

ROME. 

Visitors  to  Rome  usually  arrive  at  the 
>  Stazione  di  Termini  on  the  Piazza  di 
Termini,  in  the  neighborhood  of  the 
large  hotels  and  about  three-quarters  of 
a  mile  from  the  Piazza  Venezia  in  the  center 
of  the  city-. 

Cab  Fares. — One  or  two  persons,  1  li¬ 
ra  per  course  or  2.25  lire  per  hour. 


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SECTION  OF  ENGLISH  ROADBED 
Showing  care  in  construction  which  renders  riding  comfortable 


2S'6 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


CUSTOM  HOUSE  REGULATIONS. 


Custom  House  Regulations.- — Examina¬ 
tions  are  generally  made  at  the  station 
nearest  the  frontier.  Thus  from  Belgium 
to  Germany  luggage  is  examined  at  Her- 
besthal,  and  at  Verviers  in  the  reverse 
direction.  Passengers  must  always  be 
present  at  the  Custom  House  Examinations, 
and  hand  their  keys  to  the  examining  officer. 
The  Customs  Examination  is  one  of  the 
greatest  drawbacks  to  the  pleasures  of 
foreign  travel,  but  passengers  will  do  well 
to  remember  that  civility  costs  nothing,  and 
may  purchase  much,  and  that  the  custom 
house  officers  are  merely  performing  a  duty , 
perhaps  as  disagreeable  to  themselves  as  to 
the  traveller. 


List  of  stations  at  which  baggage  is  generally 
examined: — 


Aix-la-Chap.  (Ger.) 
Ala  (Aust.) 
AlexandroV  (Russ.) 
Alt-Munsterol  (Ger.) 
Asch  (Aust.) 

Avricourt  (Alsace) 
Bale  (Switz.) 

Belgrade  (Serv.) 
Blandain  (Belg.) 
Bentheim  (Ger.) 
Bodenbach  (Bohem.) 
Brigue  (Sw.) 

Brody  (Aust.) 
Burdujeni  (Roum.) 
Cerbere  (Fr.) 
Cervignano  (It.) 
Charleroi  (Bel.) 
Chiasso  (Switz.) 
Constance  (Baden) 
Cormons  (Aust.) 
Cranenburg  (Ger.) 
Dalheim  (Ger.) 

Delle  (Switz.) 

Domo  d’Ossola  (It.) 
Eger  (Aust.) 

Elten  (Ger.) 
Emmerich  (Ger.) 
Esschen  (Belg.) 
Eydtkubnen  (Ger.) 
Flushing  (Holl.) 
Furth,  I.  W.  (Bav.) 
Friedrichsh’fen  (Wt.) 
F’d’rickshald  (Nor.) 
Feignies  (Fr.) 

Geneva  (Switz.) 

Goch  (Ger.) 

Granitza  (Russ.) 
Hendaye  (Fr.) 
Herbesthal  (Ger.) 
Iran  (Spa.) 

Iselle  (It.) 

Itzkany  (Aust.) 
Jeumont  (Fr.) 
Kaldenkirchen  (Ger.) 
Kiel  (Ger.) 

Kleinbettingen  (Lux.) 
Kufstein  (Aust.) 


Lausanne  (Switz.) 
Lindau  (Bav.) 

Malmo  (Swed.) 
Modane  (Fr.) 

Mon  (Swed.) 

Mons  (Belg.) 
Moustron  (Bel.) 
Noveant  (Ger.) 
Nymegen  (Holl.) 
Oderberg  (Aust.) 
Oldenzaal  (Holl.) 
Orsova  (Hung.) 
Oswiecim  (Aus.) 
Pagny  sur  Mile.  (Fr.) 
Paris  (Fr.) 

Passau  (Bav.) 

Peri  (It.) 

Petit  Croix  (Fr.) 
Podwoloczyska  (Aus.) 
Pontarlier  (Fr.) 
Pontebba  (Ital.) 

Port  Bou  (Sp.) 
Predfeal  (Rou.) 
Radzivillov  (Russ.) 
Rosendaal  (Holl.) 
Salzburg  (Aust.) 
•Schaffhausen  (Sw.) 
Singen  (Bad.) 

Splugen  (Switz.) 
Sterpenich  (Belg.) 
Szczakowa  (Aus.) 
Tetschen  (Boh.) 
Thorn  (Ger.) 

Udine  (It.) 

Uiflingen  (Lux.) 
Valenciennes  (Fr.) 
Vallorbes  (Switz.) 
Venlo  (Hoi.) 

Verviers  (Belgium) 
Verciorova  (Rou.) 
Vintimille  (It.) 
Voitersreuth  (Aust.) 
Voloehisk  (Russ.) 
Wirballen  (Russ.) 
Zevenaar  ( Holl.) 
Zimony  (Hung.) 


A  few  words  upon  the  system  of  examining 
through  registered  luggage  may  not  be  out  of 
place  here.  Luggage  registered  through  from 
London  to  Paris  is  examined  on  arrival  at 
Paris;  if  not  registered  through  it  is  examined 


at  the  landing  port.  Luggage  may  be  reg¬ 
istered  through  from  London  or  from  Paris 
to  any  of  the  chief  Italian  Cities,  and  examined 
at  Modane  or  Chiasso  (if  registered  to  Turin 
via  Modane  it  is  examined  at  Turin)— Custom 
House  open  from  6.8  a.m.  to  11.0  p.m.  only; 
and  coming  from  Turin  it  is  examined  at 
Modane,  or  in  some  cases  on  arrival  at  Paris. 
But  all  luggage  not  examined  in  Modane  or 
Chiasso  is  sent  to  destination  in  bond  at 
owner’s  cost,  great  trouble  and  delay  being 
occasioned  thereby.  In  returning  from  the 
Continent  to  London  via  Dover  hand  baggage, 
and  registered  baggage  for  St.  Paul’s  or 
Holborn,  is  examined  on  board  between 
Calais  and  Dover.  Baggage  cannot  be 
registered  to  Herne  Hill,  but  should  be  either 
registered  to  Victoria  and  examined  there, 
or  to  Dover,  where  it  would  be  examined. 
In  this  case,  however,  it  would  hardly  be 
possible  to  proceed  by  the  boat  train  to 
London.  Luggage  registered  to  Switzerland 
or  Italy  via  Calais  and  Paris  is  examined  at 
Calais  and  the  Swiss  or  Italian  frontier. 
Luggage  registered  to  London  by  the  Night 
Mail  service  via  Calais  or  Ostend  is  examined 
at  Dover;  by  other  services  at  Victoria  or 
Charing  Cross.  Luggage  registered  through 
from  London  to  Switzerland  via  Ostend  and 
Strassburg,  is  examined  once  at  Bale.  Regis¬ 
tered  luggage  from  Germany  to  London  is 
not  examined  in  Belgium.  Baggage  regis¬ 
tered  from  London  to  Switzerland  and  Italy 
via  Dieppe,  Paris,  and  P.L.M.  Railway  is 
examined  by  the  Customs  at  Dieppe,  as  well 
as  the  Swiss  or  Italian  frontier.  Baggage 
registered  to  the  South  of  France  is  also  ex¬ 
amined  at  Dieppe,  and  if  registered  to  Paris 
is  examined  at  St.  Lazare  Station.  Luggage 
registered  from  the  Continent  to  London  via 
Dieppe  is  examined  at  Newhaven.  At 
Calais,  Boulogne  and  Dieppe,  licensed  facteurs 
can  be  engaged  to  assist  in  passing  hand 
baggage,  &c.,  through  the  Customs  at  a  fixed 
charge  of  60c.  per  package. 

If  it  is  desired  to  register  baggage  from  any 
other  station  than  London  to  places  beyond 
Paris,  at  least  24  hours’  notice  must  be  given 
at  the  departure  station. 

Flushing  Route.- — Luggage  registered 
from  London  to  a  Dutch  Station  is  examined 
at  Flushing.  Luggage  registered  from  Lon¬ 
don  to  German,  &c.,  towns  via  Boxtel  and 
I  Vesel  is  examined  only  once — at  Goch. 
Luggage  registered  from  a  German  or  Dutch 
Station  to  Victoria  or  Holborn  Stations  by 
train  arriving  weekday  mornings  is  examined 
only  once — at  destination.  That  registered  to 
St.  Paul’s  at  Holborn.  All  other  luggage  is 
examined  at  Queenboro’  Pier. 

Tobacco.- — Only  40  grammes  (IGoz.)  of 
Tobacco  is  allowed  to  be  taken  into  Italy 
by  any  one  traveller,  duty  free.  Passengers 
found  in  possession  of  more  than  (his  quantity 
are  liable  to  a  fine  of  71  fcs.  anywhere  in  Italy, 
unless  they  can  prove  that  duty  has  been  paid. 
The  duty  on  Tobacco  entering  France  is  15  fcs. 
per  kilo,  on  Turkish  Tobacco  25  fcs.,  cigars 
and  cigarettes  50  fcs.  per  kilo,  Jewelry,  5  fcs. 
per  kilo.  Passengers  entering  France  are 
allowed  to  take  with  them  not  more  than  10 
cigars,  or  20  cigarettes,  or  40  grammes  of 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


287 


tobacco  free,  provided  the  same  be  declared. 
If  not  declared  it  is  liable  to  seizure,  and  the 
owner  is  liable  to  a  fine  of  five  times  the  duty, 
which  is  50  fcs.  per  kilo  on  Oriental  and  14  fcs. 
on  other  tobacco.  Duty  on  woollen  clothes 
2  fcs.  70c.  per  kilo;  with  embroidery,  10  fcs. 
70c.;  linen  clothes,  6  fcs.  and  14  fcs.;  silk 
clothing,  3  fcs.  and  11  fcs. 


Tea, — The  duty  on  Tea  entering  France 
is  2  fcs.  68  per  kilo  (about  1/  per  lb.) , 

The  following  are  prohibited- — False  money, 
extracts  of  coffee,  chicory,  tobacco  stalks 
stripped  of  the  leaf,  tobacco  stalk  flower, 
copyright  books  reprinted  abroad,  articles 
with  marks  or  names  imitating  those  of 
British  manufacturers. 


BAGGAGE  REGISTERED  OUTWARDS  via  DOVER. 


Baggage  Registered  to 


Via 


Will  be 
examined  at 


Paris . 

Brussels,  Antwerp,  Liege,  Spa,  and  Verviers . 1  .  .  . 

Brussels,  Antwerp,  Liege,  Spa,  Verviers,  Ghent,  Bruges, 

Ostend  and  Louvain . 

Aix-la-Chapelle  (T.  Templeband) . 

Ditto . 

Amiens,  Lille,  Ghent,  Roubaix  and  Tourcoing . 

Cologne,  Bonn,  Coblence,  Mayence  and  Frankfort  (O.M.).. 
Ditto  ditto 

Any  German  Station  (Via  Herbesthal) . 


Calais  . 
Calais  . 


Paris. 

Blandain. 


Ostend 


Ostend. 


Calais .... 
Ostend. .  . 
Calais. .  .  . 
Calais.  .  .  . 
Ostend . .  . 
(  Calais  1 
i  or  > 
I  Ostend  ) 


A  i  x-la-Chapelle . 
Ditto. 

Calais. 

Herbesthal. 

Ditto. 

Herbesthal. 


Any  Austrian  Station  (Via  Herbesthal) 
Any  German  Station  (Via  Bleyberg) . . 
Any  Russian  Station . 

Bale  (Via  Luxemburg) . 

Strassburg  do . 


(  Calais  1 
<  or 
(  Ostend  ) 
f  Calais  | 
J.  Ostend  J 
Calais  I 
or  /- 
Ostend  J 
/  Calais  1 
j  Ostend  / 
/  Calais  [ 
i  Ostend  ) 


Herbesthal  and 
Bodenbach  or 
Passau  or  Salzburg 

Aix-la-Chapelle. 

Herbesthal 

and 

Wirballen. 

Bale 

Bettingen 


Baggage  registered  for  Brussels,  or  any  place  not  beyond  Verviers,  when  unclaimed  by  owner, 
will  be  found  at  Brussels;  and  for  any  place  beyond  Verviers,  will  be  found  in  such  a  case  at 
Herbesthal.  In  this  case  there  will  be  a  trifling  expense  for  Customs  formalities. 

Baggage  being  conveyed  from  the  East  westward  destined  for  Belgium ,  is  examined  at 
Verviers,  Baggage  passing  through  Belgium  for  either  France  or  England  is  not  examined  at 
all  by  the  Belgium  Customs. 


UNITED  STATES  CUSTOM  DUTIES. 


Animals  for  breeding  purposes,  with 

certificate.  .  .  . Free 

Animals,  otherwise  . 20  per  ct. 

Antiquities,  not  for  sale  .  rree 

Books,  new  . 25  per  ct. 

Boots,  Shoes,  Leather  10  per  ct. 

Bronze,  manufactures  of  . .  ...  .45 

China,  Porcelain,  and  Parian  Ware, 

plain  . , 

China,  gilded  or  ornamented  . 60 

Clothing,  wholly  or  part  wool .  . .  j  50g0  per  ct! 

Clothing,  Linen . 50  “ 

Cutlery  and  Plated  Ware . 40  per  ct. 

Diamonds  and  Precious  Stones,  set.. .  60  per  ct. 

unset,  10  per  ct. 

F urs,  manufactured . 50  per  ct. 

Glove.,  Kid...  {»■««<.  ».80 


Gold  and  Silver  Ware . 

Paintings  New . 

Paintings  by  American  artists.. 

Photographs . 

Shawls,  Camel's  Hair  or  Wool. . 

Silk,  Dress,  Piece  and  Laces. . . . 

Statuary,  Marble . 

Stereoscopic  Views . 

Umbrellas,  Silk  or  Alpaca . 

Velvet,  Silk . 

Watches . 


. .  .45perct. 
. .  15  per  ct. 

. Free 

.  .  25  per  ct. 
44c.  per  lb. 

60  per  ct. 
..60  “ 
..15  “ 

.  .25  perct. 
..40  “ 
$1.50  per  lb 
15  per  ct. 
...25  “ 


Every  person  is  entitled  to  one  watch  of 
foreign  manufacture.  Specified  duties  in  ad¬ 
dition  are  levied  on  certain  classes  of  goods. 


2S8 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


U.  S.  GOVERNMENT  CUSTOM  CIRCULAR. 


NOTICE  TO  PASSENGERS. 

The  customs  laws  and  regulations  re¬ 
fill  ire  an  examination  of  all  the  baggage 
and  effects  of  passengers  arriving  in  the 
United  States  from  foreign  countries. 
Before  such  examination  can  take  place 
passengers  are  required  by  law  to  state 
what  articles  they  are  bringing  with 
them  that  were  obtained  abroad.  This 
information  must  be  given  upon  forms 
provided  for  that  purpose,  which  are  en¬ 
titled  “Baggage  Declaration  and  Entry.” 

Passengers  should  observe  that  there 
are  two  forms  of  declaration,  one  for 
residents  and  the  other  for  nonresidents. 
Black  for  residents,  red  for  nonresidents. 
These  forms  will  be  distributed  to  pas¬ 
sengers  during  the  early  part  of  the  voy¬ 
age  by  an  officer  of  the  ship.  When  a 
passenger  has  prepared  and  signed  the 
declaration,  the  coupon  at  the  bottom  of 
the  form  should  be  detached  and  the 
form  should  be  given  to  the  officer  of  the 
ship  designated  to  receive  the  same.  Dec¬ 
larations  spoiled  in  the  preparation 
should  not  be  destroyed,  but  should  be 
turned  over  to  the  purser,  who  will  fur¬ 
nish  a  new  blank  to  the  passenger. 

After  all  the  baggage  and  effects  of 
the  passenger  are  landed  upon  the  pier, 
the  coupon  which  has  been  retained  by 
the  passenger  should  be  presented  at  the 
inspector's  desk,  whereupon  an  inspector 
will  be  detailed  to  examine  the  baggage. 

✓Dassengers  must  acknowledge  in  person, 
on  the  pier,  their  signatures  to  their 
declarations. 

For  purposes  of  administration,  pas¬ 
sengers  are  divided  into  two  classes, 
viz.  : 

1.  Nonresidents  of  the  United  States. 

2.  Residents  of  the  United  States. 

The  division  of  passengers  into  non¬ 
residents  and  residents  in  nowise  affects 
citizenship. 

Nonresidents  are — 

(a) -  Actual  residents  of  other  coun¬ 
tries. 

(b)  Persons  who  have  been  abroad 
continuously  for  twTo  years  or  more  who 
elect  to  declare  as  nonresidents. 

Residents  are  all  persons  who  have 
been  residents  of  the  United  States  and 
who  have  been  abroad  less  than  two 
years. 

Residents  of  the  United  States  must 
declare  all  wearing  apparel,  jewelry,  and 
other  articles,  whether  used  or  unused, 
on  their  persons,  or  in  their  baggage, 
which  have  been  obtained  abroad  by  pur¬ 
chase  or  otherwise,  with  the  foreign  cost 
or  value  of  same.  They  shall  state,  as 
well,  all  wearing  apparel,  jewelry,  or 
other  articles  taken  out  of  the  United 
States,  which  have  been  remodeled  or 
improved  while  abroad  so  as  to  increase 
their  value,  the  said  statement  to  in¬ 
clude  the  cost  of  such  improvement.  If 
the  articles  so  declared  are  for  others,  or 
to  be  used  in  business  or  for  sale,  these 
facts  should  be  stated  in  the  declaration. 


Residents  of  the  United  States  are  al¬ 
lowed  one  hundred  dollars’  worth  of  ar¬ 
ticles  at  their  present  foreign  value,  free 
of  duty,  provided  they  are  not  for  sale 
or  to  be  used  in  business,  and  are  prop¬ 
erly  declared.  In  the  case  of  minors, 
the  exemption  of  one  hundred  dollars' 
worth  of  articles  obtained  abroad  is  re¬ 
stricted  to  such  articles  as  are  for  the 
bona  fide  use  of  such  minor. 

Use  does  not  exempt  from  duty  wear¬ 
ing  apparel  or  other  articles  obtained 
abroad,  but  due  allowance  will  be  made 
by  appraising  officers  for  wear  or  depre¬ 
ciation. 

Residents  of  the  United  States  mav 
bring  with  them,  free  of  duty,  all  wear¬ 
ing  apparel  and  other  personal  effects 
taken  by  them  out  of  the  United  States 
which  have  not  been  remodeled  or  im¬ 
proved  abroad  so  as  to  increase  their 
value. 

Residents  of  the  United  States  must 
not  deduct  the  one  hundred  dollars  ex¬ 
emption  from  the  value  of  their  wearing 
apparel  or  other  articles  obtained  abroad 
by  purchase  or  otherwise.  Such  deduc¬ 
tion  will  be  made  by  customs  officers  on 
the  pier. 

Nonresidents  of  the  United  States  arc 
entitled  to  bring  in  free  of  duty  such  ar¬ 
ticles  as  are  in  the  nature  of  wearing 
apparel,  articles  of  personal  adornment, 
toilet  articles,  and  similar  personal  ef¬ 
fects  actually  accompanying  the  passen 
ger  and  necessary  and  appropriate  for 
his  or  her  wear  and  use  for  the  pur 
poses  of  the  journey  and  present  com¬ 
fort  and  convenience,  and  are  not  in 
tended  for  other  persons  nor  for  sale, 
without  regard  to  the  $100  limitation. 

Citizens  of  the  United  States  may 
have  this  privilege,  provided  it  is  shown 
to  the  satisfaction  of  the  collector’s 
representative  on  the  pier,  subject  to  the 
collector’s  approval,  that  they  are  bona 
fide  residents  of  a  foreign  country. 

Household  effects  of  persons  or  fam¬ 
ilies  from  foreign  countries  will  be  ad¬ 
mitted  free  of  duty  if  actually  used 
abroad  by  them  not  less  than  one  year 
and  not  intended  for  any  other  person 
nor  for  sale. 

Articles  intended  for  other  persons, 
for  use  in  business,  and  household  ef¬ 
fects,  must  be  so  declared. 

All  cigars  and  cigarettes  must  be  de¬ 
clared,  and  are  not  included  within  the 
one  hundred  dollars  exemption.  Each 
passenger,  over  eighteen  years  of  age,  is 
entitled  to  bring  in,  free  of  duty  and 
internal-revenue  tax.  either  50  cigars  or 
.S00  cigarettes,  for  his  or  her  [  !j  bona 
fide  individual  personal  consumption. 

The  senior  member  of  a  family,  if  a 
passenger,  may  make  declaration  for  the 
entire  family. 

Ladies  traveling  alone  should  state 
the  fact  in  their  declarations  and  entries 
in  order  that  an  expeditious  examina¬ 
tion  of  their  baggage  may  he  made. 

The  exact  number  of  pieces  of  bag- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


289 


gage,  including  all  trunks,  valises,  boxes, 
packages,  and  hand  bags  of  all  descrip¬ 
tion  accompanying  the  passenger,  must 
be  stated  in  the  declaration. 

Whenever  practicable,  passengers 
should  present  the  original  receipted 
bills  of  foreign  purchases. 

Passengers  dissatisfied  with  values 
placed  upon  dutiable  articles  by  the 
customs  officers  on  the  piers  may  de¬ 
mand  a  re-examination,  but  application 
therefor  should  be  immediately  made  to 
the  officers  there  in  charge.  If  for  any 
reason  this  course  is  impracticable,  the 
packages  containing  the  articles  should 
be  left  in  customs  custody  and  appli 
cation  for  reappraisement  made  to  the 
Collector  of  Customs,  in  writing,  within 
two  days  after  the  original  appraise¬ 
ment.  No  request  for  reappraisement 
can  be  entertained  after  the  articles 
have  been  removed  from  customs  cus¬ 
tody. 

Upon  application  to  the  customs  of¬ 
ficer  in  charge  on  the  pier,  baggage  in¬ 
tended  for  delivery  at  ports  in  the  Uni¬ 
ted  States  other  than  the  port  of  ar¬ 
rival,  or  in  transit  through  the  United 
States  to  a  foreign  country,  may  be  for¬ 
warded  thereto  without  the  assessment 
of  duty  at  the  port  of  arrival,  by  the 
various  railroads  and  express  compa¬ 
nies,  whose  representatives  will  be  found 
on  the  pier.  Passengers  desiring  to 
have  their  baggage  forwarded  in  bond 
should  indicate  such  intention  and  state 
the  value  thereof  in  their  declarations, 
before  any  examination  of  the  baggage 
has  been  made. 

Government  officers  are  forbidden  by 
law  to  accept  anything  but  currency  in 
payment  of  duties,  but,  if  requested,  will 
retain  baggage  on  the  piers  for  twenty- 
four  hours  to  enable  the  owner  to  se¬ 
cure  the  currency. 

Passengers  are  advised  that  to  offer 
or  give  gratuities  or  bribes  to  customs 
officers  is  a  violation  of  law,  and  cus¬ 
toms  officers  who  accept  gratuities  or 
bribes  will  be  dismissed  from  the  ser¬ 
vice,  and  all  parties  guilty  of  such  of¬ 
fense  are  liable  to  criminal  prosecution. 

Any  discourtesy  or  incivility  on  the 
part  of  customs  officers  should  be  re¬ 
ported  to  the  collector  at  the  Custom 
house,  the  deputy  collector  or  the  depu¬ 
ty  surveyor  at  the  pier,  or  to  the  Secre¬ 
tary  of  the  Treasury. 

An  act  of  Congress  of  1897  expressly 
forbids  the  importation  into  the  United 
States  of  garments  made  in  whole  or  in 
part  of  the  skins  of  seals  taken  in  the 
waters  of  the  North  Pacific  ocean,  and 
unless  the  owner  is  able  to  establish 
by  competent  evidence  and  to  the  satis 
faction  of  the  collector  that  the  gar¬ 
ments  are  not  prohibited  they  can  not 
be  entered. 

In  order  to  secure  prompt  identifica¬ 
tion  and  thereby  facilitate  the  passage 
through  the  Customs  upon  return  of  val¬ 
uable  personal  and  household  effects, 
taken  abroad  by  persons  leaving  the 
United  States,  the  articles  may  be  reg¬ 
istered  with  the  collector  at  the  port  of 


departure  or  the  port  at  which  the  jour¬ 
ney  commences.  Under  Sections  2802 
and  3802  of  the  Revised  Statutes  of  the 
United  States,  articles  obtained  abroad 
not  declared  are  subject  to  seizure,  and 
the  passenger  liable  to  criminal  prosecu¬ 
tion. 

The  following  is  a  portion  of  the  text 
of  a  later  circular,  dated  February  4, 
1910: 

Paragraph  709,  appearing  in  the  free 
list  of  the  present  tariff  act,  govern¬ 
ing  passengers’  baggage,  is  as  follows  : 

709.  Wearing  apparel,  articles  of  per¬ 
sonal  adornment,  toilet  articles,  and 
similar  personal  effects  of  persons  ar¬ 
riving  in  the  United  States ;  but  this 
exemption  shall  only  include  such  ar¬ 
ticles  as  actually  accompany  and  are 
in  the  use  of,  and  as  are  necessary  and 
appropriate  for  the  wear  and  use  of 
such  persons,  for  the  immediate  pur¬ 
poses  of  the  journey  and  present  com¬ 
fort  and  convenience,  and  shall  not  be 
held  to  apply  to  merchandise  or  ar¬ 
ticles  intended  for  other  persons  or 
for  sale :  Provided,  That  in  case  of 
residents  of  the  United  States  return¬ 
ing  from  abroad,  all  wearing  apparel 
and  other  personal  effects  taken  by  them 
out  of  the  United  States  to  foreign 
countries  shall  be  admitted  free  of  duty, 
without  regard  to  their  value,  upon 
their  identity  being  established,  under 
appropriate  rules  and  regulations  to  be 
prescribed  by  the  Secretary  of  the  Treas¬ 
ury,  but  no  more  than  one  hundred 
dollars  in  value  of  articles  purchased 
abroad  by  such  residents  of  the  United 
States  shall  be  admitted  free  of  duty 
upon  their  return. 


It  will  interest  the  thousands  of  Americans 
who  make  their  headquarters  in  the  neighbor¬ 
hood  of  the  Place  de  l’Opera  to  learn  that  the 
rumor  that  the  Grand  Hotel  was  to  be  no 
more  is  without  foundation.  The  block  it 
occupies  is  held  to  be  one  of  the  finest  in  the 
entire  city,  and  fabulous  offers  have  been 
made  for  it  with  a  view  of  turning  the  build¬ 
ing  into  an  immense  shop,  but  the  proprietors 
have  announced  that  they  have  no  intention 
of  parting  with  the  famous  hostelry. 


Thousands  of  Americans  who  go  to  Europe 
in  the  summer  make  a  visit  to  some  cure 
resort.  Carlsbad  has  its  thousands  of  Amer¬ 
ican  votaries,  and  hundreds  of  others  go  to 
Marienbad,  just  eighteen  miles  away,  where 
the  King  of  England  takes  the  waters  every 
year,  and  still  others  go  to  Nauheim',  Germany, 
especially  if  they  have  some  cardiac  trouble. 
Bad  Kissingeni,  which  has  been  famous  as  a 
cure  place  since  the  sixteenth  century,  is 
drawing  more  and  more  Americans  each  year. 


The  “  Rothesand  ”  Lighthouse  is  situated  on 
the  boundary  line  between  the  Weser  and 
the  North  Sea.  It  was  erected  in  1883- 
1885  at  a  cost  of  over  £40  000  (excluding  the 
lighting  apparatus).  The  work  of  sinking 
and  building  is  a  masterpiece  of  engineering 
craft. 


290 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Cat.  No.  936 

FORM  FOR  RESIDENTS  OF  THE  UNITED  STATES. 


BAGGAGE  DECLARATION  AND  ENTRY. 

Port  of . 

Ij . .declare  that  I  am  a  resident  of. . 

State  of . ,  United  States  of  America,  and  have  with  me, 

belonging  to  myself  and . . . . accompanying  me,  the  following: 

(State  whether  wife,  child,  maid,  etc.) 


TRUNKS 

BAGS  OR  VALISES 

OTHER  PACKAGES 

TOTAL  NO.  OF  PIECES 

That  all  of  the  articles  in  said  baggage  or  on  my  person  or  the  persons  of  those  accompanying 
me  which  have  been  obtained  abroad ,  together  with  the  cost  price  of  each  item  purchased,  or 
the  actual  market  value  if  obtained  by  gift  or  otherwise  than  by  purchase,  are  fully  set  forth 
and  described  in  the  following  entry;  and  that  no  article  contained  in  said  baggage  or  on  my 
person  or  the  persons  of  those  accompanying  me  is  intended  directly  or  indirectly  for  sale, 
except  as  noted  in  said  entry: 

ENTRY  OF  ARTICLES  OBTAINED  ABROAD. 


Description  of  Articles 
(To  be  filled  in  by  passenger) 

Foreign  Cost 

or  Value 
(To  be  filled  in 
by  passenger) 

(The  spaces  below  are  for  the  use  of 
Customs  Officers  only) 

Declared  to  before  me  this 


day  of 


,19.... 


Acting  Deputy  Surveyor. 


Passenger. 


INSPECTOR’S  RETURN  TO  COLLECTOR 

I  certify  that  I  have  examined  the  above . pieces  of  baggage  and  found 


(State"  Entry  correct”  or"  Excess  as  noted.”)  Inspector. 

Duties  paid  me  as  above.  4  Value  as  noted: 


Appraiser' s  Examiner. 


Collector's  Clerk. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


291 


NEW  YORK  HARBOR 


ARRIVAL  AH 

On  reaching  New  York  the  stewards 
will  paste  a  letter  corresponding  to 
the  first  letter  of  the  passenger’s  name 
on  all  baggage,  so  that  when  all  the 
baggage  is  ashore  it  is  classified  ac¬ 
cording  to  letters.  Passengers  should 
see  that  all  of  their  pieces  of  baggage 
are  collected  together  at  one  place,  and 


NEW  YORK 

that  the  number  tallies  with  the  num¬ 
ber  of  pieces  noted  in  the  declaration. 

COURTESIES  OF  THE  PORT 

Courtesies  of  the  port,  so-called,  are 
practically  a  thing  of  the  past,  and 
there  is  no  surer  way  to  have  the  bag- 


292 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


gage  searched  rigorously  than  to  ob¬ 
tain  the  good  offices  of  some  one  in 
the  Customs  service.  There  are,  how¬ 
ever,  certain  high  officials,  such  as 
Ambassadors,  Ministers,  Consul  Gen¬ 
erals,  etc.,  together  with  certain  offi¬ 
cers  of  our  own  government,  who  re¬ 
ceive  free  entry  of  baggage  without 
examination,  not  only  for  themselves 
and  their  families,  but  also  their 
suites.  Customs  authorities  are  also 
willing  to  extend  all  possible  courte¬ 
sies  in  the  case  of  illness  or  sudden 
disaster.  The  baggage  is  landed  and 
examined  at  once.  Where  special  fa¬ 
cilities  of  this  kind  are  needed,  the 
Collector  should  be  consulted  as  to  the 
proper  method  of  procedure. 

It  is  expressly  forbidden  to  import 
into  the  United  States  garments  made 
in  whole  or  in  part  of  the  skins  of 
seals  taken  in  waters  of  the  North 
Pacific,  and  unless  the  owner  can 
prove  to  the  satisfaction  of  the  col¬ 
lector  that  the  garments  are  not  pro¬ 
hibited,  they  cannot  be  entered.  _  We 
have  already  referred  to  the  registra¬ 
tion  of  garments  which  are  taken 
abroad. 

The  pilot  is  taken  on  from  the  pilot 
boat  wdiich  cruises  up  and  down  at 
the  entrance  to  the  Ambrose  Channel, 
as  most  large  vessels  use  this  splendid 
channel  to-day.  On  reaching  the 
bridge  the  pilot  takes  control  of  the 
movements  of  the  steamer.  The  ar¬ 
rival  of  the  steamer  in  home  waters 
has  been  reported  from  Fire  Island, 
and  word  will  be  sent  to  those  who 
have  arranged  with  the  telegraph  com¬ 
panies  for  this  service  ;  $1.00  for  New 
York  and  vicinity.  This  matter  is  re¬ 
ferred  to  under  “Telegraph  and  Ca¬ 
bles.”  Those  who  wish  to  notify  their 
friends  by  wireless  can  of  course  do  so 
with  the  assurance  of  immediate  de¬ 
livery  for  $1.50.  Quarantine  is  situ¬ 
ated  at  the  point  opposite  the  resi¬ 
dence  and  dock  of  the  boarding  officer, 
who  represents  the  State  of  New  York 
as  its  health  officer.  There  is  usually 
little  sickness  on  board  (except  pos¬ 
sibly  in  the  steerage),  which  might 
cause  the  boat  to  be  detained.  If  the 
doctor  clears  the  ship  she  can  proceed 
to  her  pier.  When  several  vessels  ar¬ 
rive  at  the  same  time  there  is  often 
more  or  less  delay.  Revenue  officers 
also  come  aboard  at  Quarantine  and 
land  with  the  passengers.  Declara¬ 
tions  like  the  blank  submitted  a  few 
pages  back,  are  given  to  the  passengers 
to  fill  out  by  the  stewards ;  these  are 
collected  by  the  revenue  officers.  On 
landing  be  sure  that  your  baggage  is 


together  and  that  the  number  of  pieces 
correspond  with  the  number  of  pieces 
mentioned  on  the  declaration.  Have 
all  the  trunks,  etc.,  unlocked  when  the 
examining  officer  is  assigned  you.  An¬ 
swer  all  of  his  questions  courteously, 
remembering  that  he  is  the  representa¬ 
tive  of  the  Treasury  Department,  and 
that  it  is  his  duty  to  make  a  search¬ 
ing  examination  if  he  deems  it  neces¬ 
sary.  As  a  matter  of  fact,  if  the 
amount  of  purchases  do  not  exceed  the 
amount  permitted  by  law,  and  there 
have  been  no  misstatements  made  in 
the  declaration,  the  business  is  much 
expedited,  and  many  travelers  make 
voyage  after  voyage  without  experi¬ 
encing  the  least  discomfiture.  Occa¬ 
sionally,  however,  the  inspector’s  sus¬ 
picions  will  be  aroused  and  he  will 
make  a  very  searching  examination, 


THE  ARRIVAL  OF  THE  PILOT  AT  NEW 
YORK. — Coming  over  the  rail. 

which  may  even  extend  to  the  person. 
It  is  most  trying  to  have  all  one’s 
clothing,  especially  soiled  linen, 
emptied  out  on  the  dock,  but  the  reve¬ 
nue  must  be  protected.  Discipline 
among  the  baggage  inspectors  has 
recently  been  raised  to  a  high  degree. 
It  is  against  the  law  to  offer  inspectors 
money  for  the  performance  of  their 
duty,  or  rather  the  non-performance 
of  it,  and  the  passenger  will  save  him¬ 
self  trouble  by  omitting  to  give  the 
inspector  anything.  If  the  inspector 
is  caught  he  is  summarily  discharged 
for  the  good  of  the  service.  There  was 
a  time,  some  twenty  or  twenty-five 
years  ago,  when  this  evil  was  very 
pronounced,  hut  at  the  present  time  it 
is  highly  dangerous.  As  soon  as  the 


293 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Syt---- . jp 

GRAND  CENTRAL 


H0LLAND-AMER1CA 
NORTH  GERMAN  LLOYD’ 

Hamburg  American' 


LACKAWANNA 

RR 


HOBOKEN 


JERSEY 

CITY 


PENNSYLVANIA 

R.R. 

LEHIGH  VALLEY 
HR 


HUDSON  TUBE  ROUTE 


HIGHEST  DAY’S  RUN  OF  VESSELS  20  KNOTS  AND  BETTER 


“  Mauretania” . 

“  Lusitania” . 

”  Deutschland” . 

*'  Kronprinzessen  Ceeilie” . 

*’  Kaiser  Wilhelm  II.”. . 

“  Kronprinz  Wilhelm  ”... 

Speed  Eastward 

.  23  H  ”  .564  “ 

.  20  y2  “  552  ” 

Westward 

673  sea  miles 
666  “ 

601  “ 

600  “ 

596  “ 

582  “ 

“  Mauretania”  .... 

HIGHEST  SPEED 

Lusitania  ” .  .  .  . 

Y\  6SI  (JU.UO 

Deutschland  ” . .  . 

Kronprinzessen  Ceeilie”.  .  . 

zU.lo 

Kaiser  Wilhelm  II.” 

Kronprinz  Wilhelm” . 

JU.IZ 

Associated 'Press!1  ^  COrrected  by  Capt’  A’  W'  Lewis-  Chief  of  the  Ship  News  Service  of  the 

291 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


necessary  Customs  stamps  have  been 
affixed  to  each  piece  of  baggage,  the 
visitor  can  proceed  to  the  gate,  where 
sometimes  a  final  examination  is  given 
if  there  are  suspicious  circumstances. 
Usually  only  the  carriages  from  one 
livery  stable  are  allowed  on  the  pier, 
although  other  vehicles  may  await  the 
passenger  outside.  The  charges  are 
fixed  and  generally  high.  Passengers 
who  land  in  Hoboken  can  walk  from 
any  of  the  three  docks  to  the  Lacka¬ 
wanna  Ferry,  or  they  can  take  the 
tunnel  either  to  Twenty-third  Street, 
New  York,  or  by  way  of  Jersey  City, 
stops  being  made  at  the  Erie  and  the 
Pennsylvania  Railroad  stations.  The 
southern  terminal  of  the  tunnel  is  at 
Church  and  Fulton  Streets,  only  one 
block  west  of  the  Subway.  Remember 
the  western  stairs  lead  only  to  down¬ 
town  platforms;  cross  the  street  for 
uptown  trains.  All  trains  are  express 
trains  which  run  uptown  past  Fulton 
Street  station.  Going  north,  the  sta¬ 
tions  are :  Brooklyn  Bridge,  14th 
Street,  42d  Street  (the  Grand  Central 
— and  Hudson  River  Railroad,  the 
Harlem  Railroad,  and  the  New  York. 
New  Haven  and  Hartford  Railroad), 
72d  Street,  and  96th  Street.  The  road 
bifurcates  at  this  point,  one  branch, 
Broadway,  red  light  or  lights,  running 
up  on  the  west  side  as  far  as  Van 
Cortlandt  Park,  while  on  the  other 
branch,  green  light  or  lights,  which  is 
called  the  Lenox  Avenue  division,  it 
runs  to  the  eastward  and  up  into  the 
Bronx.  Those  who  wish  to  go  to 
Brooklyn  can  take  the  express  trains 
at  Fulton  Street,  going  south  or 
“downtown”  to  Brooklyn.  Those  who 
wish  to  go  to  Staten  Island  can 
change  at  Bowling  Green  to  a  South 
Ferry  subway  train,  if  no  South  Ferry 
express  is  available.  Maps  will  be 
found  in  every  subway  station  which 
will  show  all  the  stations  and  the 
principal  objects  of  interest.  Those 
who  are  desirous  of  proceeding  up¬ 
town  by  the  elevated  roads  can  leave 
the  western  entrance  of  the  terminal 
building  and  take  the  Sixth  or  Ninth 
Avenue  Elevated  at  Cortlandt  Street. 
They  can  be  transferred  to  the  Second 
or  Third  Avenue  Elevated  by  taking  a 
south-bound  train  to  South  Ferry  and 
transferring.  Those  who  arrive  at 
piers  in  New  York  on  the  Hudson 
River  have  the  option  of  taking  a 
number  of  different  forms  of  convey¬ 
ance.  If  the  hand  baggage  is  light, 
no  carriage  need  be  taken  at  all.  Sur¬ 
face  cars  can  be  reached  by  a  walk  of 
one  or  two  blocks,  also  the  Ninth 


Avenue  Elevated,  and  the  stations  of 
the  Hudson  and  Manhattan  railroad 
system  (Jersey  tunnels)  can  be 
reached  from  piers  near  Christopher 
Street ;  the  Christopher  Street  station 
ife  about  two  or  three  minutes’  walk 
from  the  river.  The  subway  proper 
cannot  be  reached  without  taking  a 
cross-town  car.  Those  who  arrive  at 
piers  near  14th  Street  can  take  the 
14th  Street  cross-town  line,  which 
crosses  all  north  and  south  roads,  in¬ 
cluding  the  subway  at  Fourth  Avenue  ; 
this  is  an  express  station,  from  which 
fast  trains  may  be  taken  to  points 
north  or  south.  Those  who  wish  can 
obtain  taxicabs  at  the  piers,  and  they 
will  have  the  satisfaction  of  knowing 
that  they  are  only  paying  the  legal 
fare  which  is  shown  on  the  indicator. 
Strangers,  especially  those  who  are 
fresh  from  Europe,  should  remember 
that  cab  fares  in  New  Y7ork  are  very 
high,  so  high,  in  fact,  that  many  na¬ 
tive  New  Yorkers  eschew  them  en¬ 
tirely.  The  legal  rate  of  fare  which 
must  be  carried  by  every  licensed 
haekman  is  as  follows  :  For  each  mile 
or  any  part  thereof,  50  cents ;  for 
every  additional  half  mile  or  part 
thereof,  25  cents ;  for  any  stop  over 
five  minutes  in  the  trip,  fifteen  min¬ 
utes  or  fraction  thereof,  25  cents: 
coaches,  for  one  mile  or  any  part 
thereof,  $1.00;  for  each  additional  half 
mile,  or  part  thereof,  50  cents;  for 
any  stop  over  five  minutes,  stops  of 
fifteen  minutes  or  fraction  thereof.  40 
cents.  There  are  hourly  rates  which 
only  apply  to  shopping  or  calling,  the 
rate  is  then  $1.00  an  hour  for  a  cab, 
or  50  cents  for  each  additional  half 
hour;  coaches,  $1.50  an  hour  and  75 
cents  for  each  additional  half  hour. 
The  taxicab  service  is  as  follows  :  For 
each  taxicab  for  two  people,  30  cents 
for  each  half  mile;  for  each  additional 
quarter  mile  or  any  part  thereof,  10 
cents ;  for  waiting  time  at  the  rate  of 
$1.00  an  hour;  for  taxicabs  intended 
to  seat  four  persons  inside,  40  cents 
for  the  first  half  mile  and  10  cents 
for  each  additional  quarter  mile ;  for 
waiting  time,  $1.50  an  hour.  For 
each  piece  of  baggage  other  than  hand 
bags  or  dress  suit  cases,  25  cents  per 
piece.  In  this  connection,  by  taxicab 
is  meant  a  motor  cab  having  a  taxi¬ 
meter.  _ 


If  you  are  abroad  at  a  time  near  one  of  our 
national  holidays,  as  July  4th,  always  call 
at  the  Embassy  or  Consulate;  frequently 
dinners  and  receptions  are  arranged  for,  to 
which  you  can  readily  be  invited. 


RAILWAYS 


RAILWAY  TICKETS 

Railway  tickets  should  be  purchased 
as  soon  as  possible  after  the  ticket 
windows  are  open,  which  is  often  only 
a  few  minutes  before  the  departure  of 
the  train.  In  England  the  ticket  office 
is  termed  the  “booking  office”  and  the 
ticket  seller  the  “booking  agent.”  The 
word  “single”  is  used  for  a  trip  one 
way  and  “double”  for  what  we  would 
term  a  round  or  reLirn  ticket.  Thus 
you  will  ask  for  “two  single  firsts,” 
meaning  two  first-class  tickets  in  one 
direction  or  “one  double  third,”  mean¬ 
ing  one  third-class  round  trip  ticket. 
In  France  the  ticket  window  is  termed 
the  “guichet”  and  the  ticket  is  called 
a  “billet,”  and  the  class  should  be 
specified  as  in  England.  When  a 
round-trip  ticket  is  required,  ask  for  a 
ticket  “aller  et  retour.”  If  you  are 
not  familiar  with  the  French  language 
make  the  conversation  at  the  ticket 
window  as  brief  as  possmle  to  prevent 
confusion.  In  another  section  of  this 
book  will  be  found  all  that  is  necessary 
in  the  way  of  travel  talk. 

LOST  TICKETS 

Where  railway  tickets  are  lost  on 
the  Continent  fare  is  again  exacted, 
but  a  receipt  will  be  given  and  the 
money  will  be  refunded  if  the  ticket 
should  be  found.  There  is  little  chance 
of  being  cheated  in  purchasing  a  rail¬ 
way  ticket,  as  the  price  is  usually 
printed  on  it,  but  travelers  should  be 
very  careful  in  seeing  that  they  obtain 
the  right  change.  In  traveling  in  Eng¬ 
land,  especially  on  the  first  class,  it  is 
not  customary  for  the  English  people 
to  hold  very  much  conversation  with 
their  neighbors,  but  they  are  nearly 
always  civil.  They  will  ask  you  if 
you  have  seen  the  paper,  or  if  you 
wish  more  ventilation,  or  similar  ques¬ 
tions.  Occasionally,  however,  you  will 
meet  persons  who  maintain  a  stony  si¬ 
lence  throughout  even  a  trip  of  hours. 

LOST  FROPERTY 

If  any  of  your  belongings  are  left  in 
the  railway  compartment,  notify  the 
lost  property  office  of  the  railway.  The 
ticket  seller’s  or  bureau  of  information 


will  be  glad  to  give  you  the  necessary 
particulars. 

CLOAK  ROOMS 

Cloak  rooms,  or  parcel  rooms,  as 
we  might  call  them,  will  be  found  in 
every  railway  station  in  Europe.  They 
are  a  great  convenience,  and  in  Eng'- 
land  baggage  can  be  forwarded  in  their 
care.  The  charge  in  England  is  usu¬ 
ally  about  one  penny  a  day  for  the 
first  two  days  and  three  pence  a  day 
for  each  succeeding  day  for  small  ar¬ 
ticles.  A  slightly  increased  charge  for 
heavier  pieces  is  made  the  first  48 
hours.  With  the  convenience  of  the 
cloak  room  it  is  rarely  necessary  to 
have  a  trunk  sent  to  hotels  except 
where  a  stay  of  several  days  is  to  be 
made,  as  the  trunks  can  be  packed  and 
repacked  in  the  cloak  room.  A  small 
fee  should  be  given  to  the  attendant 
under  these  circumstances,  but  this 
need  not  exceed  three  pence. 

ADMISSION  TO  STATIONS 
On  many  stations  abroad  passengers 
are  not  allowed  to  go  on  the  platform 
until  the  train  is  ready.  Sometimes, 
however,  special  tickets  can  be  bought 
to  give  access  to  the  platform. 

CARE  OF  PASSENGERS 
Great  care  is  taken  in  Europe  to 
avoid  passengers  getting  on  the  wrong 
trains.  Guards  are  very  apt  to  in¬ 
spect  all  tickets  before  the  train  leaves 
the  station.  Names  of  the  stations  are 
called  by  the  guards  in  every  compart¬ 
ment,  and  the  signs  on  the  railroad 
stations  are  very  prominent.  Tickets 
are  usually  collected  before  the  ar¬ 
rival  at  important  stations  like  Paris, 
but  sometimes  tickets  are  collected  at 
the  exit. 

RAILWAY  FARES 
The  annexed  tables  of  fares  are  only 
approximate.  It  is  impossible  for  a 
guide  which  is  not  revised  at  very 
short  intervals  to  indicate  cost  of 
transportation  except  in  a  very  gen¬ 
eral  way.  As  a  matter  of  fact,  how¬ 
ever,  railroad  rates  do  not  vary  great¬ 
ly  from  time  to  time,  so  that  neither 
the  editor  nor  publisher  can  be  held 
responsible  for  any  errors  or  uninten¬ 
tional  mistakes. 


295 


296  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


APPROXIMATE  RATES  AND  TIME 


From  Hamburg  j  From  Paris 


To 

Time 

First 

Class 

Second 

Class 

Third 

Class 

Time 

First 

Class 

Second 

Class 

Third 

Class 

hrs. 

$ 

$ 

$ 

hrs. 

$ 

$ 

$ 

Aix-la-Chapelle . 

9 

10.00 

6.40 

4.10 

9* 

9.10 

6.30 

4.15 

9 

9 . 50 

6.60 

4.50 

11 

11.45 

8.15 

Antwerp . 

10 

13.75 

10.00 

7.80 

8 

8.00 

5.55 

4.50 

Alexandrowo . 

13 

14.20 

9.00 

6.00 

29 

22.50 

14.45 

9.45 

Baden-Baden . 

15 

14.50 

9.10 

7.00 

10* 

13.00 

8.55 

6.00 

Basel . 

17 

17.60 

11.10 

7.30 

9 

12.15 

8.10 

6.25 

Bayreuth . 

15 

13 . 00 

8.05 

6.00 

21 

21.50 

14.00 

11.50 

Berlin . 

3* 

6.00 

4.00 

2.50 

18 

22.55 

14.50 

9 . 50 

Berne . 

19* 

20.00 

12.70 

8.10 

13 

14.50 

9.75 

7.10 

Bodenbach . 

10 

10.75 

6.80 

4.50 

26 

26.60 

17.15 

13 . 50 

Bonn . 

10 

10.00 

6.20 

4.10 

9 

11.40 

7.65 

5.15 

19 

19.60 

13.00 

3* 

5.85 

4.00 

Braunschweig . 

3* 

4.50 

3.00 

2.00 

23 

17.75 

11.45 

8.35 

Bremen . 

2 

2.55 

1.55 

1.00 

17 

17.40 

11.45 

7.55 

Breslau . 

9 

12.55 

7.90 

5.  15 

23 

30 . 00 

19.25 

15.00 

Brussels . 

12 

13 . 75 

8.70 

6.00 

5 

7.05 

5.00 

3.50 

Budapest . 

21 

25.50 

17.60 

10.65 

28 

37.35 

23.85 

18.50 

Calais . 

16 

18.55 

12.10 

9.50 

4* 

7.00 

4.70 

3.75 

Carlsbad . 

15 

14.35 

8.95 

5.50 

26 

24.15 

15.55 

12.00 

Carls  ru  he . 

14 

13.70 

8.60 

6.50 

12 

13.55 

9.00 

6.00 

Cassel . 

6* 

7.45 

4.60 

3.50 

17* 

19.25 

12.55 

9.75 

Chemnitz . 

9 

9.15 

5.75 

3.80 

20 

26.10 

16.75 

12.25 

Christiania . 

34 

21.00 

14.40 

9.15 

51 

40.80 

27.35 

17.65 

Coblenz . 

9 

12.45 

7.85 

5.75 

13 

13.50 

9.00 

7.25 

Cologne . 

8 

9.20 

5.75 

3.80 

9 

10.65 

7.20 

4.75 

Copenhagen . 

10 

7.25 

5.80 

3.60 

27 

27.25 

18.80 

12.10 

Danzig . 

14* 

15.55 

9.65 

6.80 

25 

32.15 

20.35 

14.00 

8* 

11.30 

7. 10 

4.65 

13 

16.00 

10.35 

Dresden . 

6* 

9.50 

6.00 

4.00 

25 

24.45 

15.65 

10.25 

Dusseldorf . 

7 

8.40 

5.30 

4.15 

8* 

11.50 

7.75 

5.20 

Eisenach . 

12 

8.65 

5.50 

3.75 

18 

19.70 

12.70 

9 . 75 

Elberfeld . 

7 

9.00 

5.70 

4.40 

10 

11.60 

7.85 

5.15 

13 

10.75 

6.  SO 

4.65 

25 

23 . 50 

15.10 

Ems . 

iii 

12.45 

7.85 

5.75 

12 

13.90 

9.25 

7.40 

10 

8.70 

5.60 

3.80 

17* 

21.00 

13.75 

Essen . 

6 

8.40 

5.30 

4.15 

11* 

12.35 

8.30 

5.45 

Florence . 

38 

34 . 50 

22.75 

15.00 

28* 

29.45 

20.25 

Frankfort  a/M . 

10 

10.75 

6.80 

4.60 

14* 

15.60 

10.50 

6.95 

12 

11.30 

7.20 

4.85 

18* 

22.85 

14.70 

Freiburg  i/B . 

14* 

16.55 

10.65 

7.25 

12' 

12.90 

8.75 

4.65 

Giessen . 

9 

10.10 

6.35 

4.55 

15* 

14.95 

10.00 

6 . 80 

23 

23 . 60 

15.95 

1 1  00 

12 

13.35 

9  10 

27 

31.45 

20.50 

13.80 

22 

23.00 

15.75 

10* 

8.80 

5.65 

3.90 

22 

22.90 

14.75 

9' 

9.30 

5.80 

4.10 

19 

20 . 35 

13  10 

Gothenburg . 

22 

12.85 

9.10 

5.85 

40 

32.70 

22 . 10 

14.35 

12 

10.75 

7.75 

5 . 40 

11 

10.60 

7.45 

Halle . 

7 

7.10 

4.55 

3.20 

!  21 

21.50 

14.05 

9.25 

,  17 

19.70 

13 . 20 

8.65 

Hanover . 

3* 

4.15 

2.60 

1.95 

14 

1  17.70 

12.00 

7.95 

Havre . 

21 

25.00 

16.45 

11.10 

4 

5.15 

3.50 

2.60 

Heidelberg . 

11* 

13.00 

8.15 

5 . 50 

16 

;  14.10 

9.50 

6.10 

Hof . 

12 

11  .25 

7.00 

4.85 

19 

23.15 

14  90 

Homburg  v-d-H . 

12 

11.10 

7.00 

4.75 

i  15 

15.45 

10  25 

Innsbruck . 

18 

20.65 

12.80 

8.50 

20 

21.80 

14  55 

Interlaken . 

21* 

21.45 

13 . 80 

9.30 

15 

14.35 

9  85 

Jrun . 

30' 

38.75 

25.70 

1  13 

18.90 

12  75 

Kiel . 

2 

2.65 

1.80 

1.35 

20 

21.55 

14  00 

9.00 

Kissingen . 

13 

1 1 . 00 

7.00 

4.55 

20 

19.25 

12  35 

Konigsberg  i/P . 

i  13 

18.05 

10.95 

7.35 

27* 

34.75 

21.90 

14.35 

Kreuznach . 

13 

13.00 

7.80 

5.25 

11 

13.40 

9  00 

Lausanne . 

I  22 

22.90 

14.55 

9.80 

1  11 

12.05 

8.20 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


297 


APPROXIMATE  RATES  AND  TIME  ( Continued ) 


From  Hamburg  From  Parts 


To 

Time 

First 

Class 

Second 

Class 

Third 

Class 

Time 

First 

Class 

1  o 

Second 

Class 

i 

Third 

Class 

hrs. 

8 

$ 

$ 

hrs. 

$ 

$ 

$ 

Leipzig . 

6* 

7.65 

4.90 

3.40 

20 

21.95 

14.30 

9.40 

London  via  H.  V.  Hoi.  .  . 

17 

IS.  40 

12.60 

18 

17.80 

11.95 

London  v.  Vlissingen . 

20 

18.40 

12.60 

24 

25.20 

17.20 

8 

14.60 

10.30 

24 

19.70 

12.55 

8  35 

15 

14.35 

9.80 

1 

1.80 

1.35 

1  00 

19 

21.25 

13.45 

27.15 

17.70 

8 

11.80 

8.00 

49 

54. 10 

37 . 00 

26 

34.25 

24 . 00 

Magdeburg . 

6 

5.40 

3.60 

2.50 

201 

19.85 

13.30 

8.70 

13 

12.60 

7.75 

5  55 

17£ 

15. 10 

9.90 

14 

12.50 

7.80 

5  20 

33 

23 . 45 

15.05 

28 

35.00 

23.00 

12 

19.70 

13.30 

Mayence . 

91 

11.45 

7.20 

4.70 

14 

14.50 

9.60 

6.20 

20 

25 . 80 

16.80 

11.10 

25 

25 . 50 

17.35 

16 

14.75 

9.30 

6.20 

91 

9.05 

6.15 

23 

24.00 

15.95 

17 

21.75 

14 . 85 

Munich . 

15 

17.45 

10.60 

7.10 

19 

20.55 

13.60 

9 . 00 

10 

10.45 

6.60 

4.50 

151 

16. 10 

10.50 

47 

41.20 

27.25 

36 

40 . 65 

28.10 

31 

38.95 

25.45 

16.95 

16 

24.85 

16.80 

Nuremberg . 

13 

13.35 

8.20 

5.55 

19 

19.20 

12.55 

8.15 

14 

15.80 

10.45 

11 

9.45 

6.60 

17 

19.70 

13.20 

8.65 

Posen . 

9 

10.50 

6.65 

4 . 50 

22 

27.95 

17.75 

11.65 

10 

15.00 

9.80 

6. 10 

27 

30 . 85 

20.10 

42 

40.85 

26.95 

31 

34.75 

23.95 

12 

10.50 

7.45 

4.95 

9 

10.10 

7.10 

17£ 

20.10 

12.20 

7.95 

27 

23.65 

15.20 

Schaff  hausen . 

17 

18.60 

11.65 

8.25 

11 

14.10 

9.30 

7.15 

Stettin . 

6i 

7.65 

4.90 

3.75 

21 

25.20 

16.15 

10.60 

24 

17.10 

11.80 

30 

36.95 

24.80 

1  37 

38.30 

26.15 

53 

54.90 

36.85 

21 

15.30 

9.70 

6.30 

9 

11.35 

7.55 

12 

14.85 

9.30 

6.25 

14 

15.50 

10.15 

11 

14.70 

9.35 

6.90 

11 

11.20 

7  55 

29 

34.55 

23.75 

14.55 

34 

34.70 

23.70 

27 

30.65 

20.10 

16 

18.60 

12.65 

(direct) 
l  Q  1 

29 

30.55 

20.10 

25 

28.75 

19.75 

27 

27.55 

18.00 

23 

25.70 

17.60 

|  v.  Basel 

Vienna  via  Berlin . 

17 

20.95 

13.50 

7.80 

31 

31.60 

20.  10 

v.  Munich 

Warsaw . 

15 

21 .35 

14.45 

9.40 

29 

38 . 00 

25.20 

16.45 

Weimar . 

10 

8.60 

5.45 

3.65 

1  20 

21.45 

13.80 

Wiesbaden . 

10 

11.55 

7.30 

4.75 

13 

16.15 

10.55 

v.  Frankft. 

1  13 

14.60 

9.20 

13 

15.90 

9.65 

Zurich . 

21 

19.50 

12.35 

8.25 

15 

14.05 

9.35 

Second  class  rail  travel  is  usually  good,  but  third  class  is  very  fair  in  Germany,  Belgium, 
etc.  Always  take  first  class  in  Italy  and  Spain. 


CIRCULAR  TICKETS 

It  is  possible  to  get  a  circular  tour 
ticket  which  will  take  the  traveler 
from  London  to  Belgium,  Holland, 
Switzerland,  France  and  Italy,  and 
the  number  of  combinations  which  can 
be  made  is  almost  endless,  as  will 
be  seen  by  the  circular  tour  itineraries 


which  are  published  elsewhere.  Even 
if  a  portion  of  the  tour  has  to  be 
abandoned,  the  saving  will  be  very  ma¬ 
terial.  Consult  a  tourist  agency  or 
any  of  the  big  concerns  who  make  a 
specialty  of  selling  railway  tickets, 
like  the  American  Express  Company, 
the  International  Sleeping  Car  Co., 
steamship  companies,  etc. 


298 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


TIME  BY  EXPRESS  TRAIN  FROM  BREMEN  TO  THE  FOLLOWING 

PRINCIPAL  POINTS 


City. 

Via 

Hrs.  Min 

Aix-la-Chapelle  (Aachen) ...... 

Cologne . 

7  37 

Amsterdam . 

5  19 

Augsburg . 

Wuerzburg-Munich  . 

16  23 

Baden-Baden . 

Hannover-Frankfurt . 

10  28 

4  48 

14  9 

Bayreuth . 

14  25 

Wuerzburg-Munich.  . 

22  15 

Uelzen . 

6  44 

5  00 

5  53 

17  49 

6  36 

Braunschweig . 

3  54 

Breslau . 

Berlin . 

12  00 

Budapest . 

Berlin . 

27  5 

12  28 

Carlsruhe . 

9  28 

Cassel . 

5  12 

Chemnitz . 

Leipzig . 

9  45 

34  4 

Coblenz . 

7  28 

5  26 

13  48 

5  0 

17  30 

4  21 

Dresden . . 

10  12 

5  9 

Egar . 

14  36 

7  23 

Elberfeld . 

4  55 

Ems . 

9  33 

Frankfurt . 

7  28 

Freiburg . 

15  7 

Munich -Salzburg . 

29  9 

Geneva . 

20  54 

Gothenburg . 

Kiel-Kopenhagen . 

22  26 

Hague,  The . 

Salzburgen . 

6  45 

Haile  . 

5  59 

Hamburg . 

1  37 

Hannover . 

1  50 

Harzburg . 

Hannover-Hildesheim . 

5  1 

11  26 

3  23 

Homburg . 

8  28 

Innsbruck . 

Wuerzburg-Munich . 

21  55 

Interlaken . 

16  1 

Halle . 

9  40 

9  28 

Koenigsberg . 

18  00 

Lausanne . 

19  37 

Leipzig . 

7  41 

Luzern . 

16  29 

Luebeck . 

Hamburg . 

3  41 

Lugano . 

Cologne-Bale . 

20  53 

Madgeburg . 

Uelzen . . 

5  28 

Mainz . 

H  anno  ver-F  ran  kf  urt . 

10  21 

Mannheim . 

Hannover-Frankfurt  . 

11  22 

Marienbad . 

Leipzig-Eger . 

17  48 

Meran . 

Leipzig-Munich . 

28  57 

Moscow* . 

Berlin — St.  Petersburg,  Nord  Express. 

54  00 

*  By  Nord  Express,  Thursdays  and  Sundays,  from  Berlin.  The  route  via  St.  Petersburg 
is  preferable  to  the  direct  route  to  Moscow,  on  account  of  the  fast  and  excellent  train  service 
via  St.  Petersburg. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


299 


TIME  BY  EXPRESS  TRAIN  FROM  BREMEN  TO  THE  FOLLOWING 
PRINCIPAL  POINTS. — Continued. 


City. 


Munich . 

Nauheim . 

Nuremberg.  .  . 
Oldenburg ... 
Osnabrueck . . . 

Prague . 

Regensburg.  . 

Salzburg . 

Schwalbach 

St.  Petersburg. 

Stettin . 

Stockholm . 

Strassburg . 

Stuttgart . 

Teplitz . 

Trieste . 

Vienna . 

Warsaw . 

Weimar . 

Wiesbaden .... 
Wuerzburg.  .  . 
Zurich . 


Via 


Wuerzburg 

Hannover. 

Wuerzburg 


Leipzig-Bodenbach . 

Leipzig-Eger . 

Wuerzburg-Munich . 

Frankfurt-Wiesbaden . 

Berlin-St.  Petersburg,  Nord  Express  Thursdays 

and  Sundays  from  Berlin . 

Berlin . 

Kiel-Kopenhagen-Malmo  . . 

Cologne . 

Frankfurt-Heidelberg . 

Leipzig-Bodenbach . 

Vienna,  with  12  hours’  stop . 

Leipzig-Telschen . 

Berlin-Alexandrowo . 

Hannover-Nordhausen . 

Frankfurt . . 

Hannover-Elm . 

Cologne-Bale . 


Hrs.  Min. 


13  28 

7  00 

12  18 

0  54 

1  39 

15  5 

15  58 

20  37 

13  25 

39  50 

10  40 

22  46 

11  28 

10  28 

13  15 

45  5 

21  27 

22  12 

8  19 

8  28 

9  24 

16  44 


RAIL  CONNECTIONS  FROM  GENOA. 


To 

Bellagio . 

. in 

6  hours. 

Bologna . 

8)  '■ 

Cannes . 

8  “ 

Como . 

4)  “ 

Florence . 

6 

Leghorn . 

4 

London . 

28 

Lucerne . 

11 

Marseilles . 

13 

Mentone . 

51  " 

Milan . 

3 

To  Monte  Carlo . 

Naples . 

. “  18 

Nice . 

.  “  6  V 

Paris . 

.  “  27 ~ 

Pisa . 

4 

Rome . ...... 

Trieste . 

. “  10) 

. “  15 

Turin . 

“  31 

Venice . 

9J 

Verona . 

Zurich . 

. “  7' 

. “  12 

CHILDREN’S  TICKETS 

General  local  regulations  of  princi¬ 
pal  countries  :  Austria,  under  2  years, 
free;  2  to  10  years  (under),  half 
price.  Belgium,  under  3  years,  free  : 

3  to  8  years  (under),  half  price. 
France,  under  3  years,  free ;  3  to  7 
years,  half  price.  Germany,  under  4 
years,  free  ;  4  to  10  years,  half  price. 
Great  Britain,  under  3  years,  free ;  3 
to  12  years,  half  price.  Holland,  un¬ 
der  4  years,  free ;  4  to  10  years,  half 
price.  Italy,  under  3  years,  free;  3  to 
7  years,  half  price.  Switzerland,  under 

4  years,  free;  4  to  12  years  (under), 
half  price.  Proportionately  less  free 
luggage  allowed  to  children. 

CHILDREN’S  THROUGH  BOOK¬ 
INGS  FROM  LONDON 

Single  and  return  tickets  are  is¬ 
sued  to  children  over  3  and  under  12 


to  Boulogne  or  Calais,  under  7  to  Bale 
(via  Laon),  and  to  Brussels  via 
Calais,  and  to  Paris,  Geneva  and  Mar¬ 
seilles,  under  8  to  Brussels  via  Ostend, 
over  4  and  under  12  to  Flushing.  Chil¬ 
dren  over  4  and  under  10  can  be  booked 
from  London  to  any  destination  in 
Belgium,  Germany,  and  via  Germany, 
via  Calais,  Ostend,  or  Flushing,  except 
to  Russian  stations. 

The  following  rules  apply  to  towns 
for  which  through  children’s  tickets 
are  not  issued : 

To  London  and  Belgium  (via 
Dover),  to  London  and  Germany  (via 
Dover),  to  London  and  France,  to 
London  and  Italy :  Children  above  3 
and  under  7  years  of  age  will  be 
charged  full  fares,  except  where  one 
ticket  is  taken  for  two  children  travel¬ 
ing  together.  To  Belgium,  via  Ostend, 
two  children  under  8  years  of  age  can 
travel  together  with  one  adult  ticket. 


PART  II 


RAILROADS  BY  COUNTRIES. 


PORTERS’  FEES 

In  this  country  the  ordinary  fee  to 
a  porter  who  looks  after  baggage  at 
railroad  stations  is  twenty-five  cents, 
but  abroad  the  fee  of  a  quarter  as 
much  would  be  ample.  A  fee  of  three 
pence  in  England  is  sufficient,  except 
where  there  is  a  very  large  amount  of 
baggage,  and  in  France  a  fee  of  twen¬ 
ty-five  centimes,  or  five  cents,  is  usu¬ 
ally  sufficient. 

RAILROADS  IN  BELGIUM 

The  railroads  in  Belgium  are  rather 
better  than  those  in  France.  Tourist 
tickets  are  issued,  available  for  fifteen 
days  on  Belgium  state  railroads  and 
including  the  return  passes  between 
Dover  and  Ostend,  for  £3  3s.  first 
class,  £2  4s.  second  class.  Children 
under  three  pay  no  railroad  fare  iu 
Belgium  and  half  price  from  three  to 
eight  years.  The  spring  and  the 
autumn  are  the  most  agreeable  times 
for  a  trip  in  Belgium. 

Tickets  in  Belgium  are  issued  for 
tourist  travel  the  same  as  in  Switzer¬ 
land  and  some  other  countries.  Thus 
a  ticket  is  issued  for  30  francs  7o 
centimes,  about  $G.15,  first  class, 
which  is  good  all  over  Belgium  for  a 
period  of  five  days.  A  ticket  costing 
twice  as  much  is  good  for  fifteen  days. 
These  tickets  are  not  transferable,  and 
must  have  a  photograph  of  the  holder 
attached.  Where  extended  tours  are 
made  in  Belgium,  these  tickets  are 
very  desirable,  but  for  the  short  trips 
usually  taken  by  tourists  just  to  Ant¬ 
werp  and  Brussels,  the  ordinary  tick¬ 
ets  will  probably  prove  more  economic¬ 
al.  There  are  special  points  connected 
with  these  tickets  which  will  be  given 
by  any  tourist  agency.  Thus  a  fee 
of  $1  is  demanded  when  the  ticket  is 
issued,  and  this  amount  is  returned 
provided  that  the  rest  of  the  ticket  or 
any  unused  portion  of  the  ticket  is 
turned  in.  These  tickets  can  be  pur¬ 
chased  in  New  York  of  the  Belgian  In¬ 


formation  Bureau,  Fifth  Avenue, 
New  York.  Railway  time  in  Belgium 
is  on  the  twenty-four  hour  system. 


RAILROADS  IN  AUSTRIA 

The  railroads  in  Austria  do  not  dif¬ 
fer  materially  from  those  in  Germany. 
For  long  runs  the  sleeping  cars  of  the 
International  Sleeping  Car  Co.  are 
recommended,  also  their  dining  cars. 
The  rules  relating  to  bicycles  and 
automobiles  are  referred  to  elsewhere. 
The  Customs  examinations  are  not 
over-stringent,  the  dutiable  articles 
being  new  wearing  apparel,  jewelry, 
photographic  apparatus,  spirits,  pe'r- 
fumery,  tobacco,  confectionery,  playing 
cards,  etc.  The  hotels  are  apt  to  be 
as  good  in  Austria  as  in  most  of  the 
sections  of  Germany.  Of  course, 
Carlsbad,  Vienna,  etc.,  have  hotels  of 
the  first  order. 

RAILROADS  IN  FRANCE 

In  the  main  the  trains  on  the  im¬ 
portant  railways  between  large  cities 
are  good,  although  there  are  many 
notable  exceptions,  such,  for  instance, 
as  the  train  service  between  Cherbourg 
and  Paris,  which  is  abominable.  A 
circular  tour  planned  out  by  the  trav¬ 
eler  can  be  made  on  any  of  the  French 
railways  at  a  special  reduced  price, 
provided  not  less  than  300  kilometers 
are  traveled. 


300 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


301 


FRENCH  RAILWAY  TICKETS 

The  cost  of  railway  tickets  in 
France  depends  of  course  on  the  class 
in  which  the  travelers  secure  tickets, 
and  this  also  depends  on  the  length  of 
the  journey.  First-class  fare  is  the 
same  as  in  the  United  States,  second 
class  is  about  the  same,  while  the  third 
class  is  less.  Those  who  are  thinking 
of  making  an  extensive  trip  in  France 
should  purchase  a  kilometer  book, 
which  effects  a  very  great  saving.  In 
fact,  with  one  of  these  books  it  is 
possible  to  travel  for  a  cent  a  mile 
first  class.  These  books  are  sold  for 
stipulated  distances,  and  the  time 
limit  varies.  The  fare,  of  course,  be¬ 
ing  less  for  the  longer  trips.  The  fol¬ 
lowing  are  some  figures  taken  from 
the  P.  L.  M.  time-table:  Up  to  200 
kilometers,  27  francs,  first  class ;  19 
francs,  second  class :  13  francs,  third 
class.  Between  600  and  650  kilo¬ 
meters,  the  fares  are  55  francs,  40 
francs,  and  26  francs,  respectively. 
While  the  fares  for  1,000-1,100  kilo¬ 
meters  are  89  francs,  54  francs,  and  43 
francs,  respectively.  If  a  trip  of  1,800 
kilometers  was  projected,  the  expense 
would  be  135  francs,  first  class ;  95 
francs,  second  class  ;  66  francs,  third 
class.  In  other  words,  there  is  a  sav¬ 
ing  on  the  first  class  of  27  francs  over 
the  rate  which  is  charged  for  300  kilo¬ 
meters.  For  longer  distances  the  sav¬ 
ing  is  even  greater.  Thus,  3,000  kilo¬ 
meters  may  be  traveled  for  193  francs, 
first  class,  as  against  27  francs  for 
one-tenth  the  distance.  These  tickets 
are  issued  all  times  of  the  year.  There 
are  special  rules  governing  the  French 
circular  tours  and  kilometer  tickets, 
which  may  be  learned  by  application 
to  the  tourist  companies  mentioned 
elsewhere.  There  are  also  sectional 
tickets,  which  are  sold  for  a  fixed  sum. 
Any  one  may  travel  on  these  tickets 
in  any  part  of  the  district  which  has 
been  selected  during  the  duration  of 
the  ticket.  These  tickets  are  issued 
for  15  or  30  days.  There  are  seven 
such  divisions  of  railways  in  France. 
There  is  also  a  curious  system  in  vogue 
in  Paris  called  the  “permit  system.” 
You  purchase  a  permit  for  95  francs, 
or  $19.  rlhis  permit  allows  you  to 
buy  for  a  period  of  three  months  rail¬ 
way  tickets  in  any  of  the  seven  divi¬ 
sions  at  half  the  regular  prices.  Tick¬ 
ets  purchased  under  the  permit  are  not 
transferable.  The  permit  is  undoubt¬ 
edly  a  good  thing  for  those  who  in¬ 
tend  to  spend  a  considerable  time  in 
France,  but  it  is  questionable  if  this 


plan  is  of  much  use  to  the  ordinary 
tourist. 

Wherever  possible  the  accommoda¬ 
tions  of  the  International  Sleeping  Car 
Co.  should  be  secured.  The  different 
companies  also  have  special  compart¬ 
ments  for  an  extra  fare.  For  ex¬ 
ample,  the  Paris,  Lyons  &  Mediter¬ 
ranean  Co.,  or  the  P.  L.  M.  as  it  is 
usually  called  in  France,  runs  special 
compartments  of  three  seats,  which 
can  be  changed  into  couches  at  night. 
The  supplemental  fare  for  a  seat  in  a 
train  of  this  kind  would  be  33  francs 
10  centimes  for  the  “Rapide”  train 
from  Paris  to  Nice  and  22  francs  10 
centimes  for  the  express  train.  Sixty- 
six  pounds  of  baggage  may  be  carried 
free  on  French  roads.  Children  under 
three  years  pay  nothing ;  half  fare  is 
charged  for  children  from  three  to 
seven  years  of  age.  The  custom-house 
officers  look  especially  for  tobacco,  as 
that  which  is  purchased  in  France  is 
abominable.  They  also  look  for  wear¬ 
ing  apparel,  jewelry,  silks,  matches, 
medicine,  playing  cards,  firearms,  etc. 
The  rules  and  regulations  relating  to 
bicycles  and  automobiles  are  referred 
to  elsewhere.  The  northern  and  cen¬ 
tral  portions  of  France  are  most  agree¬ 
able  between  the  months  of  April  and 
November,  while  the  Riviera  is  seen 
at  its  best  in  the  spring  and  autumn. 

RESTAURANT  CARS 

These  cars  are  attached  to  all  trains 
de  luxe  of  the  International  Sleeping 
Gar  Co.  and  to  almost  every  express 
train  of  importance  on  the  Continent 
running  during  the  daytime.  Some  of 
the  more  important  trains  also  have 
saloon  cars,  smoking  and  non-smoking. 
The  charges  are  prominently  displayed 
on  the  bills  of  fare  and  vary  somewhat 
according  to  the  country  through 
which  the  train  is  passing.  Meals  on 
the  whole  are  very  good,  but  are  not 
always  satisfying  enough  to  Ameri¬ 
cans,  who  are  used  to  having  the  heavv 
American  breakfast.  The  following 
may  be  considered  as  average  charges  : 


Light  breakfast  (tea,  coffee 
or  chocolate,  with  bread 

and  butter) . lOd.  to  1  /8 

Lunch  .  2/6  to  47- 

Dinner  .  3  /6  to  6  /- 


Liquid  refreshments  of  the  best 
quality,  which  are  not  included  in  this 
tariff,  are  supplied  at  reasonable 
charges. 


302 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


SLEEPING  CARS  ABROAD 

Sleeping  cars  are  operated  on  cer¬ 
tain  night  trains  between  the  impor¬ 
tant  centers  of  Great  Britain.  While 
not  as  luxurious  as  the  sleepers  that 
we  know  in  America,  still  the  visitor 
will  be  made  very  comfortable.  In 
some  cases  the  sleeping  cars  are  the 
only  ones  which  are  properly  warmed 
by  steam  from  the  engine  ;  the  primi¬ 
tive  hot-water  can,  which  is  an  abomi¬ 
nation,  being  provided  for  the  ordi¬ 
nary  coaches.  These  sleeping  cars  are 
usually  of  the  corridor  type,  corre¬ 
sponding  to  wdiat  we  know  as  “state¬ 
rooms”  on  our  trains.  In  England  the 
cars  are  owned  by  the  railway  com¬ 
panies  and  they  are  only  available  for 
the  first-class  passengers.  The  extra 
charge  for  berths  varies  from  7s.  Gd.  to 
10  shillings,  according  to  the  distance. 
They  should  always  be  taken  by  the 
traveler  when  long  night  journeys  are 
contemplated,  such  as  a  trip  to  Scot¬ 
land. 

Many  of  the  sleeping  cars  in  Ger¬ 
many  and  Austria  are  also  owned  by 
the  railways  and  are  available  for 


first-class  passengers  in  all  cases  and 
sometimes  for  second-class  passengers. 
The  charge  for  berths  is  ten  shillings 
and  eight  shillings,  respectivelv.  When 
an  ordinary  first  or  second-class  com¬ 
partment  in  Germany  is  not  crowded, 
the  seats  may  be  pulled  out  and  a 
fairly  comfortable  rest  can  be  taken. 
Pillows  can  be  rented  and  the  traveler 
should  have  his  own  rug.  Accommo¬ 
dations  on  the  French  railways,  with 
rare  exceptions,  are  inferior  in  com¬ 
fort  to  the  German  roads.  Passengers 
to  Italy  and  Spain  will  find  it  more 
advantageous  to  travel  first  class,  as 
this  often  allows  them'  to  make  the 
journey  much  quicker  and  also  gives 
them  the  privilege  of  using  sleeping 
cars  when  required.  The  second  class 
is  good  enough  for  any  one  in  Ger¬ 
many,  Austria,  Switzerland  and  on 
many  lines  in  France.  The  third  class 
is  often  as  good  as  the  third  class  in 
England,  which  is  not  used  by  the 
majority  of  travelers.  The  economy  in 
third-class  traveling  is  very  great. 

In  addition  cars  on  the  Continent 
which  are  owned  by  companies  have  a 
special  service  corresponding  to  our 


TIME  BY  EXPRESS  TRAINS  FROM  PARIS  TO  THE 
FOLLOWING  CITIES. 


City. 

Train  Leaves 

Time, 
Hrs.  Min. 

Amiens . 

Gare  du  Nord . 

1  30 

Basle . 

“  de  l’Est . 

8  30 

“  du  Nord . 

19 

Quai  d’Orsay  . 

10 

7 

Boulogne . 

Gare  du  Nord .  . 

3 

41  “ 

4  30 

14  30 

1  30 

7 

“  fie  l’Est,  Mon  Wed.  Sat . 

63 

3  15 

Quai  d’Orsay,  Tues.  and  Sat . 

35 

Gare  de  Lyon . 

7  30 

Madrid . . . ., . 

Quai  d’Orsay . 

26  30 

Marseilles . 

Gare  de  Lyon . 

12 

16 

.*  ii 

15  30 

♦  i  ii 

Orleans . 

Quai  d’Orsay . 

1  30 

Rheims . 

Gare  de  l’Est . 

2 

Rome . 

1  ‘  de  Lyon . 

30 

Rouen . 

“  St.  Lazare . . 

2 

St.  Petersburg . 

“  du  Nord,  Wed.  &  Sat . 

46 

Strassburg . 

“  de  l’Est . 

8 

Tours . 

Quai  d’Orsay . 

2  30 

Treport . 

Gare  du  Nord  (in  summer) . 

3  30 

Trouville . 

St.  Lazare . 

3  30 

Turin . 

de  Lvon . 

16 

Versailles . 

“  St.  Lazare . 

30 

Vienna . 

“  de  l’Est . 

22 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


303 


“Pullman”  accommodations  in  this 
country.  This  is  a  service  of  the  In¬ 
ternational  Sleeping  Car  &  European 
Express  Trains  Co.  These  cars  are 
worked  by  the  railway  companies  over 
whose  lines  they  run.  They  hold  from 
twelve  to  twenty  berths  and  are  di¬ 
vided  into  two-berth  and  four-berth 
compartments,  which  are  by  day  trans¬ 
formed  into  separate  compartments 
holding  two  and  four  persons.  Each 
car  is  accompanied  by  an  attendant, 
who  is  a  linguist,  and  they  are  w7ell 
heated  and  contain  all  the  accommo¬ 
dations  which  we  expect  on  similar 
cars  in  the  United  States.  The  fares 
on  these  cars  vary  according  to  the 
distance  of  travel,  but  they  may  be 
called  approximately  as  equal  to  one- 
third  of  a  first-class  fare.  In  Ger¬ 
many  and  Austria  separate  accommo¬ 
dations  are  also  furnished  for  the  use 
of  second-class  ticket-holders,  provided 
that  there  is  a  vacant  berth  and  that 
the  necessary  additional  charges  are 
paid.  A  separate  railway  ticket  is  re¬ 
quired  for  each  berth  reserved  except 
in  the  case  of  certain  trains.  The 
sleeping-car  accommodations  should  be 
engaged  in  advance  at  the  agencies  of 
the  company,  or,  when  there  is  room 
on  board,  of  the  conductor.  The  com¬ 
pany  will  dispose  of  any  place  reserved 
in  advance  if  the  passenger  does  not 
present  himself  to  take  possession, 
holding  the  necessary  and  proper  tick¬ 
ets,  at  the  station,  or  unless  the  com¬ 
pany  has  been  regularly  advised  that 
the  holder  of  the  place  will  join  the  car 
en  route.  Children  under  three  years 
of  age,  occupying  the  same  berth  with 
their  guardians,  pay  half  fare,  but 
children  over  three  and  under  seven 
years,  members  of  the  same  family  and 
sharing  a  bed,  pay  at  the  rate  of  an 
adult.  One  child  above  three  years 
pays  full  sleeping-car  fare,  but  half  the 
fare  if  there  is  an  age  limit.  The 
same  company  has  a  number  of  termi¬ 
nal  hotels  and  also  operates  dining-cars 
on  all  the  important  railways  in 
Europe.  The  International  Sleeping 
Car  Co.  has  agencies  all  over  the 
world  for  the  sale  of  tickets  and  the 
dissemination  of  information.  A  very 
attractive  time-table  is  issued  monthly, 
giving  full  particulars  as  to  fares  for 
single  and  return  rail  and  steamer 
tickets  from  London,  tariffs  of  supple¬ 
mentary  fares  and  complete  time¬ 
tables  of  the  train-de-luxe  service,  in¬ 
cluding  such  famous  trains  as  the 
Calais  Express,  the  Engadine  Express, 
the  Simplon  Express,  the  Paris-Barce- 
loua  Express,  the  Egyptian  Express, 


the  Nord-Sud  Express,  the  Berlin- 
Naples-Palermo  Express,  the  Paris- 
Rome-Palermo-Taormina  Express,  the 
St.  Petersburg  -  Warsaw  -  Vienna  -  Ri¬ 
viera  Express,  the  Riviera  Express, 
the  Ostend-Vienna-Constantinople  Ex¬ 
press,  the  Peninsula  Express,  the  Ori¬ 
ent  Express  and  the  Trans-Siberian 
Express.  This  pamphlet,  which  con¬ 
tains  about  100  pages,  will  be  sent 
free  of  charge  on  application  to  the 
general  agency  for  America,  281  Fifth 
Avenue,  corner  of  30th  Street,  New 
York,  N.  Y. 

TIME-TABLES 

Nearly  •  every  railroad  company  in 
Europe  issues  a  more  or  less  complete 
folder  or  book  of  time-tables.  In  Eng¬ 
land  each  railroad  issues  a  large  and 
bulky  quarto,  giving  complete  time¬ 
tables  and  rates  of  fare.  They  are 
very  cumbersome  to  carry,  however, 
and  should  be  abandoned  when  the 
travel  by  each  road  is  concluded. 
There  are  many  local  guides  giving 
time-tables  of  the  immediate  sections 
which  are  most  useful  and  are  very 
inexpensive,  very  rarely  costing  more 
than  a  penny.  For  the  Continent, 
Cook’s  Continental  Time-tables,  Tour¬ 
ist’s  Hand  Book  and  Steamship  Tables 
are  recommended.  This  publication  is 
(January,  1910)  in  its  thirty-eighth 
year  and  its  yellow  cover  is  fast  get¬ 
ting  to  be  as  familiar  as  that  of 
Bradshaw.  It  is  issued  monthly  and 
sells  for  a  shilling  in  England,  or  at  a 
slightly  increased  price  elsewhere.  It 
is  a  simple  guide  to  all  the  principal 
lines  of  lake  and  river  steamers  and 
diligences  in  Europe,  with  detailed  in¬ 
formation  as  to  steamer  services  to  all 
parts  of  the  world.  There  are  ten 
sectional  maps.  The  general  informa¬ 
tion  memorandum  arranged  alphabeti¬ 
cally  has  been  used  in  a  number  of 
cases  in  the  present  volume,  for  which 
the  writer  acknowledges  his  indebted¬ 
ness,  especially  as  to  children’s  tickets, 
dogs,  golf  courses,  bicycles,  etc.  The 
volume  is  bound  in  paper  and  is  about 
the  size  of  the  present  book.  Brad¬ 
shaw’s  Continental  Railroad  Guide  and 
General  Hand  Book  is  an  unwieldy 
volume,  conveying  information  in  per¬ 
haps  a  little  more  detail.  The  edition 
for  November,  1909,  contained  712 
pages  of  text  and  433  pages  of  adver¬ 
tisements,  from  which  it  will  readily 
be  seen  that  the  book  is  a  bulky  one 
and  cannot  be  carried  in  the  pocket. 
There  is  an  official  guide  to  Belgium 
which  costs  about  three  pence.  In 


304 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Italy  we  have  the  Indicatore  TJfdciale, 
which  is  valuable  where  the  beaten 
track  is  to  be  left.  The  Cook  Guide 
Book  is  very  full  of  information  re¬ 
garding  the  Swiss  roads,  but  there  is 
also  a  special  guide  book. 

FRENCH  TIME-TABLES. 

There  are  a  number  of  excellent 
French  time-tables.  The  “ Paris  et 
Part  out ”  is  an  alphabetical  time-table 
for  trains  between  Paris  and  all  the 
principal  stations  in  Europe.  It  gives 
the  price  of  tickets,  distances,  etc.  It 
is  a  book  of  700  pages,  and  is  printed 
on  light-weight  paper,  so  that  it  can 
be  carried  readily.  Owing  to  its  alpha¬ 
betical  arrangement  the  English-speak¬ 
ing  visitor  will  have  little  difficulty  in 
using  it  to  advantage.  The  following 
abbreviations  are  used  in  it : 

Arr. — Arrival. 

Dep. — Departure. 

E.— Express. 

L. - — Train  de  luxe. 

M.  — Morning. 

R.  — Rapide  (fast  train). 

S.  — Evening. 

The  standard  time-table  for  France 
is  the  “Livret  Chaix,”  which  is  a 
stubby  little  volume  which  is  sold  for 
two  francs.  It  is  not  necessary,  how¬ 


ever,  to  buy  the  complete  work,  as 
each  company  has  a  “ Livret  Chaix ” 
for  its  own  system.  There  are  six  of 
these  little  guides  in  all,  and  they  are 
sold  for  ten  cents  each.  They  are 
small  enough  to  slip  in  the  pocket. 
We  reproduce  the  time-tables  giving 
the  trains  between  Paris  and  Cher¬ 
bourg.  Thus  we  find  that  the  distance 
is  371  kilometers,  and  that  a  first-class 
i  icket  costs  41  francs  55  centimes. 
We  find  that  a  train  having  first  and 
second-class  accommodations  leaves 


after  June  15th,  at  7  :55  in  the  morn¬ 
ing.  W.R.  indicates  that  there  is  a 
restaurant  car  attached.  Various 
stops  are  noted ;  Cherbourg  is  reached 
at  2 :33  in  the  afternoon.  The  fol¬ 
lowing  is  a  translation  of  the  abbre¬ 
viations  used  in  these  books  : 

M. — Morning. 

S. — Evening. 

Arr. — Arrival. 

Dep. — Departure. 

Sem. — Week. 

D.F. — Sundays  and  fete  davs. 

B.— Buffet. 

B.H. — Buffet  hotel. 

( b )  — Refreshments. 

(H)—  Stop. 

P.A. — Resting  point. 

The  following  is  an  explanation  of 
the  other  signs : 

LIVRET-CHA1TX 
Explanation  of  Signs. 

Note. — The  numbers  placed  opposite  the 
names  of  stations  at  the  points  of  branching 
off  refer  to  the  pages  to  consult  for  the  con¬ 
necting  lines. 

The  thick  black  lines  placed  on  the 

A  left  of  the  columns  of  the  trains  in 

1  ■  dicate  the  hours  of  the  night  between 

^  6  p.  m.  and  5.59  a.  m. 

w  The  mark  No.  1  signifies  a  stop  to 
Z  |  let  off  passengers,  but  not  to  take  on 
any. 

The  sign  No.  2  indicates  a  stop  to 
take  on  passengers,  but  not  to  let  off 
any. 

The  sign  of  a  period  within  a  circle 
signifies  a  stop  for  which  the  ticket 
window  is  not  opened,  but  when  nev¬ 
ertheless  passengers  having  return 
tickets,  commutation  tickets  or  tickets 
bought  at  the  window  during  the  day  or 
evening  hours  when  they  are  open,  are  taken 
on. 

The  restrictions  indicated  by  the  signs  1,  2 
or  period  in  circle  do  not  apply  to  passengers 
making  connections  from  one  line  to  another. 

The  sign  No.  3  indicates  that  compartments 
are  reserved  for  ladies  only  in  the  train  in 
question.  Consult  the  special  announcement 
for  information  regarding  reserved  com¬ 
partments. 

The  signs  W.  R.  or  W.  R.  B.  signify  that 
the  train  has  ordinarily  a  dining  car  or  a 
buffet  car. 

The  sign  V.  CC.  indicates  that  the  train 
usually  contains  a  car  de  luxe  (sleeper). 

The  sign  “O”  indicates  that  the  train 
is  accessible  to  employees  and  work  people, 
male  or  female,  carrying  a  weekly  ticket  or 
to  work  people  having  a  return  ticket.  There 
are  special  bulletins  containing  information 
regarding  the  conditions  of  admission  to 
these  trains. 

Sign  No.  4  indicates  the  branch  stations. 

(B)  Buffet. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


305 


118 


I  —  ETAT  (Normandie) 


Smite#  complet  de  Paris  &  Mantes-Gassicourl  par  Argenteuil  et  par  Poissy, 
voir  pages  7 0  et  72. 


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253  BretteviUe-Norrey... 

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■W.R.  Wagon-restaurant  entre  Paris  et  Cher¬ 
bourg  et  vw  versa  aux  trajns  815  et  838.  — 
Entre  Paris  et  Caen  et  vice  versa  aux  trains  855 
et  354,  jusqu’au  31  mpi  1910  et  entre  Paris  et 
Lisieux  et  vice  versa,  a  partir  du  ler  juin  1910. 

W.B.B.  Wagon-Restaurant-Buffet  (page  VIII). 

V.C.C.  Voltures  de  i»  classe  a  couloir  et  A 
couchettes  avec  water-closet  et  toilette  entrte 
Paris  et  Cherbourg. 

Voir  Vexpltcation  des  signes  page  III. 


(a)  Le  train  313  ne  prend  :  1“  h  Paris  et  a 
Evreux-Embr.  que  les  voyageurs  pour  Trou- 
ville-Deauville,  Yillers-sur-Mer,  Houlgale  et 
DiveS-Cabourg ;  2°  h  Lisieux,  que  les  voyageurs 
sans  bagages  pour  Yillers-sur-Mer,  Houlgale 
et  Dives-Cabourg.  11  prend  toutefois  a  Lisieux 
les  voyageurs  sans  bagages  pour  Trouville- 
Deauville,  mais  seulemenl  dans  la  limite  des 
places  disponibles. 

(b)  Le  train  315  ne  prend  de  voyageurs  de 
-2e  classe  que  :  pour  les  au-delA  de  Mantes- 


TIME  AND  KILOMETRIC  MAP  OF  QUEST  AND  ETAT  SYSTEM. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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TIME  AND  KILOMETRIC  MAP— NORD  SYSTEM. 


310 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


311 


(Bp)  Buffet  with  basket-supply 
(b)  Refreshment  room. 

(bp)  do  do  with  basket-supply. 
(P.N.)  Grade  Crossing. 

(V.M.)  Travelers  with  merchandise. 

The  following  are  considered  as  holidays: 
January  1st,  Easter  Monday.  Ascension  Day; 
Whitsun  Monday,  Assumption  Day,  All 
Saints  Day  and  Christmas  Day. 

RAILWAYS  IN  GERMANY 

Traveling  in  Germany  is  very  com¬ 
fortable  and  is  comparatively  cheap. 
The  railroads  are  owned  by  the  State 


which  is  used  on  German  railroads  is 
that  of  mid-Europe,  which  is  an  hour 
in  advance  of  Greenwich.  The  best 
seasons  for  traveling  in  Germany  are 
the  spring  and  autumn  and  the  sum¬ 
mer  is  especially  agreeable  on  the 
coast.  The  mountainous  districts  are 
also  largely  frequented,  especially  by 
the  natives,  in  the  summer.  Dresden, 
Munich,  Weimar,  Heidelberg  and 
Stuttgart  have  large  American  colo¬ 
nies.  Rundreise  tickets  are  referred 
to  on  page  312. 


n  Dresden 


Leipz.  Stotterilz 

LEIPZIG 


so  as  in  our  own  country.  Preserved 
meats  must  not  be  brought  into  Ger¬ 
many.  Children  under  four  years 
travel  free ;  children  from  four  to  ten 
years  pay  half  fare.  Porters  will  be 
found  at  all  railroad  stations  who  will 
carry  baggage  to  cabs  or  put  it  in  the 
coat  rooms,  called  "gepiick.”  The  time 


charge  of  about  10  per  cent,  on  the 
express  fares  is  made  for  the  use  of 
these  trains.  Through-corridor  trains, 
marked  “D”  in  the  railway  guides, 
have  generally  only  first  to  third-class 
compartments.  These  afford  every 
comfort  for  long  journeys.  The  con¬ 
nection  between  the  carriages  is  the 
same  as  those  of  the  “L”  trains,  and 


and  they  are  run  with  such  caution 
that  accidents  are  practically  un¬ 
known.  The  speeds,  however,  are 
nothing  remarkable.  On  some  lines 
baggage  up  to  50  pounds  is  free,  but  on 
other  roads  all  baggage  must  be  paid 
for.  The  customs  examinations  are 
fairly  rigorous,  although  not  as  much 


Through-corridor  trains,  or  trains 
de  luxe,  which  are  marked  “D”  in 
railway  guides,  have  carriages  with 
compartments  for  two  or  four  pas¬ 
sengers  in  them.  The  carriages  are 
connected  by  covered  passages  or  ves¬ 
tibules,  as  we  term  them  in  this  coun¬ 
try.  and  are  very  comfortably  fur¬ 
nished.  At  night  they  are  converted 
into  sleeping-cars,  and  a  dining-car  is 
attached  to  all  trains.  An  additional 


312 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


the  seats  are  numbered.  The  night 
trains  on  the  more  important  lines  are 
provided  with  sleeping-cars,  in  which 
refreshments  can  be  obtained.  All 
“L”  and  “D”  trains,  as  well  as  some 
of  the  express  trains,  have  dining- 
cars.  Prices  of  provisions,  etc.,  are 
fixed  by  the  railway  officials,  and  are 
moderate.  Special  cars  are  placed  at 
the  disposal  of  passengers  if  notified 
in  proper  season,  and  if  at  least  12 
tickets  are  taken.  Separate  first-class 
compartments  will  be  reserved  on  pay¬ 
ment  for  four  first-class  tickets.  These 
seats  will  be  charged  for  if  a  separate 
second-class  compartment  is  desired, 
and  eight  seats  in  the  case  of  a  re¬ 
served  third-class  compartment.  Each 
train  has  special  ladies’  smoking  and 
non-smoking  compartments.  Detail  in¬ 
formation  with  regard  to  fares,  tickets 
and  their  use,  is  provided  in  separate 
manuals  for  travelers  under  the  Ger¬ 
man  title  “Merkbuch  fur  Reisende,” 
which  can  be  had  free  of  charge  at  all 
ticket  offices.  Porters,  who  can  be 
recognized  by  their  badges  and  num¬ 
bers,  are  at  the  disposal  of  passengers, 
and  will  be  found  both  inside  and  out¬ 
side  of  the  stations.  Their  authorized 
charges  are  stated  in  a  tariff  which 
each  one  must  carry  and  exhibit  on 
demand.  Light  luggage  can  be  placed 
in  the  left  luggage  office,  which  bears 
the  euphonious  name  “Gepackaufbe- 
wahrungstelle,”  where  tickets  will  be 
issued  for  it.  In  traveling  in  Germany 
it  is  hardly  necessary  to  use  all  of  this 
word  at  once.  “Gepac-k”  is  usually 
sufficient  to  indicate  your  wishes  to 
the  porter.  When  stations  must  be 
changed,  the  use  of  a  cab  is  recom¬ 
mended.  In  large  towns  like  Berlin 
and  Hamburg  metal  disks  bearing  the 
respective  numbers  of  the  licenses  of 
railway  cabs  are  obtainable  from  a 
policeman,  who  will  always  be  found 
at  the  station  entrance.  The  tariff  for 
such  cabs  is  fixed  by  the  police  au¬ 
thorities,  and  is  exhibited  in  each 
vehicle.  In  the  case  of  taximeter 
'  cabs,  the  fare  to  be  paid  will  be  shown 
on  the  recording  dial  on  the  box  which 
faces  the  passengers.  Motor  cars  are 
also  to  hire  in  the  smaller  towns. 

For  short  journeys,  the  official  rail¬ 
way  guides  and  time-tables  will  be 
found  sufficient.  They  may  be  ob¬ 
tained  either  free  of  charge  or  for 
small  sums  at  the  ticket  offices.  Of¬ 
ficial  information  offices  are  found  in 
all  stations  of  importance.  The  Ger¬ 
man  Tourist  Association  has  branches 
all  over  Germany.  The  larger  branch¬ 


es  of  this  union  forrn^  the  United 
German  Tourists’  Association,  the 
head  office  of  which  is  in  Leipsic,  No. 
20  Kupfergasse.  All  printed  matter 
issued  by  this  association  will  be  for¬ 
warded  to  any  country  free  of  charge 
on  application.  The  information  can 
be  obtained  in  the  German,  English 
and  French  languages. 

EXTRACT  FROM  THE  RULES  AND 
REGULATIONS  FOR  RUNDREISE 
TICKETS 

1.  Circular  tour  tickets  not  transferable. 
Signature  of  the  passenger.  The  Circular 
Book  of  coupons  is  not  transferable.  The 
passenger  has  to  sign  his  or  her  name  in  ink 
on  the  cover  of  the  booklet.  In  case  the 
passenger  should  have  omitted  to  sign,  the 
railway  officials  must  obtan  the  signature  at 
the  first  station  where  it  is  possible  to  do  so. 
The  passenger  shall  again  have  to  write  his  or 
her  signature  in  case  this  should  be  requested 
by  the  railway  officials.  A  circular  tour 
ticket  used  illegitimately  will  be  forfeited  and 
the  holder  will  be  treated  as  a  passenger 
travelling  without  a  ticket. 

2.  Children  under  four  years  of  age  will  be 
conveyed  free  of  charge,  provided  no  separate 
seats  are  claimed  for  them.  Every  child 
whose  transportation  is  paid  for  is  entitled  to 
a  full  seat. 

3.  Baggage.  Passengers  travelling  with 
circular  tickets  are  not  entitled  to  the  free 
conveyance  of  any  registered  baggage.  A 
certain  quantity  of  hand  baggage  will, 
however,  be  permitted  in  the  carriage  free  of 
charge.  All  other  baggage  will  be  charged 
for  according  to  the  existing  tariffs.  For 
particulars  about  through  registration  of 
baggage  for  journeys  by  steamer,  train  or 
coach,  and  about  the  conveyance  of  registered 
baggage  by  the  railway  administration 
between  train  and  steamer,  steamer  and 
landing  stage  or  between  train  and  landing 
stage,  passengers  are  referred  to  the  Rules 
and  Regulations  for  Circular  Tickets  (Fahr- 
scheinverzeichniss).  The  presence  of  the 
passenger  is  required  for  the  examination  of 
his  or  her  baggage  by  custom  house  officers. 

4.  Beginning  and  performing  the  journey. 
The  journey  may  be  commenced  at  any  time 
during  the  availability  of  the  ticket.  The 
coupons  must  be  used  in  the  same  consecutive 
order  as  they  are  fixed  in  the  booklet.  If 
desired,  the  journey  may  also  be  performed 
in  reversed  direction.  Coupons  forming  a 
separate  circular  trip  commencing  either  at 
the  last  station  of  a  coupon  or  at  an  inter¬ 
mediate  station,  may  also  be  used  in  reversed 
direction,  provided  the  journey  or  circular 
trip  does  not  contain  one  or  more  coupons 
which  are  only  available  in  one  direction. 
In  case  more  than  one  circular  or  other  trip 
is  commenced  at  the  last  or'at  an  intermediate 
station  of  a  coupon,  the  passenger  is  free  to 
perform  these  trips  in  the  order  he  or  she 
chooses  (see  also  No.  5).  If  the  journey  is 
commenced  at  an  intermediate  station  of  the 
first  coupon  of  the  circular  book,  the  coupon 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


313 


mast  be  endorsed  by  the  station  master  before 
departure. 

5.  Tickets  available  both  by  rail  and  by 
steamer.  If  a  coupon  is  available  either  by 
rail  or  by  steamer,  the  passenger  is  only 
allowed  to  travel  entirely  by  rail  or  entirely 
by  steamer.  For  exceptions  see  the  Rides 
and  Regulations  for  Circular  Tickets  (Fahr- 
scheinverzeichniss). 

6.  Break  of  journey.  The  passenger  is 
permitted  to  break  the  journey  at  any  station 
(*)•  No  formality  is  required  at  the  depar¬ 
ture — an  intermediate — or  the  terminal  sta¬ 
tion  mentioned  on  the  coupons.  At  any  other 
station  where  the  passenger  wishes  to  alight, 
the  coupon  has  to  be  endorsed  immediately 
by  the  station  master.  (On  the  Swiss  railways, 
however,  this  endorsement  is  not  required.) 
Without  this  endorsement  the  coupon  loses 
its  availability  up  to  the  next  station  men¬ 
tioned  on  the  coupon,  if  such  a  station  is  not 
mentioned,  up  to  the  terminal  station  of  the 
coupon  in  question.  Break  of  journey  is 
not  allowed  at  an  intermediate  station  of  a 
coupon,  if  travelling  by  steamer  or  by  coach. 
For  exceptions  see  the  Rules  and  Regidations 
for  Circular  Tickets.  The  passenger  may 
break  his  or  her  journey  for  any  length  of  time 
provided  the  journey  is  completed  within 
the  period  for  which  the  ticket  is  available. 

7.  Collecting  of  tickets  by  railway  officials. 
The  coupons  are  collected  by  the  railway 
officials.  The  passenger  has  to  see  that  the 
correct  coupons  are  being  collected.  Should 
a  coupon  be  wrongly  taken  out,  its  restitution 
is  to  be  immediately  demanded,  or  application 
to  be  made  to  the  station  master.  Tickets  of 
which  the  cover  cannot  be  produced  and 
tickets  out  of  their  consecutive  order  are  not 
valid,  and  must  be  given  up  by  the  passenger. 
The  last  coupon  having  been  removed,  the 
cover  will  be  clipped  and  returned  to  the 
passenger. 

8.  The  period  of  availability  of  the  ticket 
expires  at  midnight  of  the  last  day  of  avail¬ 
ability.  The  period  of  availability  cannot  be 
prolonged  under  any  circumstance.  As 
soon  as  the  journey  has  been  commenced  no 
eounons  can  be  added  or  substituted  in  the 
booklet. 

9.  The  value  of  lost  tickets  cannot  be  re¬ 
funded.  Neither  can  any  reimbursement  be 
made  for  coupons  which  have  not  been  used. 

10.  Third  class  coupons  on  the  Hungarian 
railways  are  only  available  by  ordinary 
trains,  but  entitle  passengers  to  the  use  of 
express  trains  upon  payment  of  an  additional 
charge,  which  can  also  be  paid  on  board  the 
train. 

11.  Seats  and  supplementary  charges. 
The  tickets  are  only  available  by  Luxe  (ex¬ 
press)  trains  in  case  there  is  sufficient  room 
and  on  payment  of  the  supplementary  fare 
fixed  for  the  use  of  these  trains. 

(*)The  journey  may  only  be  broken  once: 

a)  On  the  Danish  State  Railways  on  a 

coupon  available  for  a  distance  of 
100  km. 

b)  On  the  Swedish  Railways  on  a 

coupon  available  for  a  distance  of 
350  km.  and  over. 


c)  On  the  Hungarian  Railways  on  any 
coupon.  If  the  terminal  station 
is  beyond  Buda-Pesth,  the  journey 
may  also  be  broken  at  Buda-Pestli. 

GERMAN  TIME-TABLES 

“ HendscheVs  Telegraph ”  comes  in 
two  editions,  of  which  the  larger  is 
naturally  the  best.  This  is  called  the 
“Grosse  Ausgabe” ;  it  is  published  at 
Frankfort-on-the  Main,  and  costs  2 
marks,  50  pf.  It  is  a  rather  portly 
volume,  weighing  about  twTo  pounds. 
It  contains  1,300  pages,  of  which  300 
pages  are  advertisements,  which  can 
be  taken  out  without  detriment  to  the 
book.  There  is  an  excellent  index, 
and  the  book  is  fairly  easy  to  use.  We 
reproduce  herewith  a  page  from  it, 
giving  a  good  time-table  for  the  rail¬ 
way  between  '  Hamburg  and  Berlin. 
This  is  only  given  as  an  example,  and 
it  should  not  be  used  to  travel  by. 
The  column  at  the  left  gives  the  dis¬ 
tance  in  kilometers.  The  following  is 
a  translation  of  the  general  informa¬ 
tion  and  abbreviations  from  the  front 
of  the  book,  and  it  is  believed  that 
this  will  be  of  special  value  : 

HENDSCHEL'S  TELEGRAPH. 

DIRECTIONS  FOR  USE. 

In  both  the  general  and  special  maps,  the 
main  railway  lines,  for  through  travel,  are 
indicated  by  full-faced  lines.  Consult  also 
the  list  of  stations,  whose  numbers  correspond 
with  the  numbers  on  the  maps,  and  refer  to 
the  numbers  in  the  time-tables.  In  the  list 
of  stations,  branch  lines  from  all  railway 
centres  are  given  separately.  If  a  given  place 
can  be  reached  by  more  than  one  route,  this 
is  indicated  by  the  name  of  an  intervening 
station. 

Trains  having  sleeping  cars  are  indicated 
by  the  letters  S.  W. 

Trains  having  dining  cars  are  indicated  by 
R.  W. 

Trains  are  distinguished  by  the  railway 
companies  according  to  numbers.  The 
train  number  will  be  found  at  the  head  of  the 
column.  If  two  trains  have  the  same  num¬ 
ber,  they  are  distinguished  by  the  addition 
of  “a”  or  “b”  to  the  number,  these  letters 
having  here  no  connection  with  letters  used 
in  reference.  The  classes  of  the  German  and 
Austrian  railways  and  partially  of  outside 
lines,  are  indicated  either  by  figures  below 
the  train  numbers,  or  by  references.  The 
class  given  is  only  for  one  line,  not  applying 
to  connecting  lines. 

The  hours  from  6  P.  M.  to  5.59  A.  M.  are 
indicated  by  underlining  the  minute  figures. 

For  Germany,  the  express  trains  which 
require  no  extra  tariff  are  indicated  by  full- 
faced  type  for  the  hour  figures.  Such  express 
trains  as  require  extra  tariff  have  the  hours  in 
full-faced  type,  also  a  dotted  line  at  the  left 


314 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Mecklenburg,  Brandenburg 


61.  61a.  62.  62a 


V.  4.  M(d  190# 


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Specimen  page  of.  “  Hendschel’s  Telegraph  ’ 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


315 


hand  side  of  the  column.  Trains  made  up  of 
through  carriages  are  indicated  by  “D”  be¬ 
fore  the  train  number.  Drawing-room  car 
trains  are  indicated  by  full-faced  type  for  the 
hours,  dotted  line  at  the  left  of  the  column, 
and  “L”  before  the  train  number.  Travel¬ 
ers  who  wish  to  reserve  seats  in  through  car¬ 
riages  can  do  so  at  the  station  of  departure 
without  extra  charge.  The  express  and 
drawing-room  car  trains  outside  of  Germany 
are  indicated  simply  by  full-faced  type  for 
the  hours. 

The  letters  over  or  beside  the  hours  refer 
to  remarks  alphabetically  arranged  on  the 
same  page,  "a”  means,  “Train  stops  only 
to  let  off  passengers  “b”  means  “Train 
stops  only  to  take  passengers.”  Week-day 
trains  are  indicated  by  “W,”  Sunday  and 
holiday  trains  by  “F.” 

To  the  tariff  for  persons  and  luggage  is 
added  a  table  of  prices,  from  which  the  dis 
tance  to  any  given  point,  and  the  price  of  the 
journey,  can  be  estimated.  Similar  kilo- 
metric  distances  are  given,  in  the  case  of 
several  large  cities,  in  the  list  of  stations. 

The  time-tables  are  made  up,  for  Germany, 
Austria-Hungary,  Denmark,  Sweden  and 
Norway,  Italy,  Switzerland,  Servia  and 
Western  Turkey,  according  to  Central  Euro¬ 
pean  time;  for  Belgium,  Great  Britain,  the 
Netherlands  and  Spain,  according  to  Western 
European  time;  for  Bulgaria,  Roumania  and 
Eastern  Turkey,  according  to  Eastern  Euro¬ 
pean  time;  for  France,  according  to  Paris 
time;  for  Portugal,  according  to  Lisbon  time; 
for  Greece,  according  to  Athens  time;  and  for 
Russia  according  to  St.  Petersburg  time. 

Central  European  time  is  indicated  by 
M.  E.  Z. 

Western  European  time  is  indicated  by 
W.  E.  Z. 


Eastern  European  time  is  indicated  by  O. 
E.  Z. 

Paris  time  by  P.  Z. 

Lisbon  time,  L.  Z. 

Athens  time,  A.  Z. 

St.  Petersburg  time,  Pt.  Z. 

Central  European  time  (M.  E.  Z.)  12.00 
W.  E.  Z.  11.00 

O.  E.  Z.  1.00 

P.  Z.  11.05 

A.  Z.  12.35 

L.  Z.  10.35 

Pt.  Z.  1.01 

further 

ABBREVIATIONS. 


sw 


So.  Sunday. 

Mo.  Monday. 

Di.  Tuesday. 

Mi.  Wednesday. 

Do.  Thursday. 

Fr.  Friday. 

Sa.  Saturday, 
a.  from,  v.  (von.) 
Departure. 

Expr.  Express  train. 

L.  Z.  Local  train. 

S.  W.  Sleeping  car. 
i.  in;  an.  Arrival, 
v.  (von)  from;  b.  (bis). 

To. 

dir.  direct, 
zw.  between, 
zur.  return, 
i.  s.  in  summer. 

M.  Motor  carriage. 


i.  W.  in  winter. 

R.  W.  Dining  car. 

km.  Kilometre. 

Wst.  “versts” 

Kl.  Class. 

B.,  Bhf.  Railroad  station. 

H.  B.  Central  station. 

Figure  of  locomotive,  indicates  railway. 

Boat  indicates  steamer. 

Bugle  indicates  post-wagon. 

“ Reichs-Kursbuch ,”  which  is  pub¬ 
lished  in  Berlin,  also  costs  2  marks, 
50  pf.,  and  appears  about  eight  times 
a  year.  It  is  not  expected  that  the 
traveler  will  necessarily  purchase 
either  of  these  books,  but  they  will 
always  be  found  in  hotels,  where  they 
may  be  consulted.  We  also  reproduce 
a  page  from  this  time-table,  and  the 
following  are  instructions  for  the  use 
of  the  time-table,  and  they  also  give 
valuable  traveling  hints  : 

“  REICHS  KURSBUCH.” 

INTRODUCTION. 

If  passports  are  required  in  a  European 
country,  it  will  be  so  stated  in  the  sections 
containing  the  time  table  for  that  country. 
The  finding  of  the  proper  route  will  be  facili¬ 
tated  by  referring  to  the  railway  map  of  the 
Imperial  Railway  Guide.  In  the  railway  time 
tables  the  names  of  the  stations  are  usually 
placed  in  the  middle;  on  the  left,  enclosed  in 
black  lines  and  opposite  to  the  names  of  the 
stations,  are  the  times  of  the  trains.  These 
should  therefore  be  read  from  the  top  down¬ 
wards.  On  the  right  of  the  names  of  the 
stations  and  likewise  enclosed  in  black  lines 
are  the  times  of  the  trains  running  in  the 
opposite  direction;  these  are  to  be  read  from 
the  bottom  upwards.  The  night  periods, 
from  6:00  in  the  evening  till  5:59  in  the 
morning,  are  indicated  by  black  lines  under 
the  minutes.  The  new  day  commences  with 
12:01.  The  figures  close  to  the  names  of  the 
stations  refer  to  the  time  tables  of  the  con¬ 
necting  lines.  If  the  time  table  of  the  con¬ 
necting  line  is  on  the  same  page  it  is  marked 
by  the  sign  of  a  diamond  with  hair  line.  (See 
character  No.  1). 

Classification  of  cars. — As  a  rule,  the  trains 
are  made  up  of  1st,  2nd  and  3rd  or  of  2nd  and 
3rd  class  cars.  Trains  carrying  4th  class,  or 
only  1st,  or  1st  and  2nd  class  passengers  are 
shown  on  the  left  by  special  lines  (characters 
No.  2)  (car  class  lines).  First  class  cars  are 
provided  on  many  passenger  trains  on  main 
lines,  but  not,  as  a  rule,  on  branch  lines. 
Trains  not  running  daily  are  marked  by  a 
wavy  line  (see  end  of  characters  No.  2). 

Trains  to  the  right  of  fl  carry  only  1st  class 
passengers. 

Trains  to  the  right  of  |  carry  only  1st  and 
2nd  class  passengers. 

Trains  to  the  right  of  |  carry  only  1-3,  or 
2nd  and  3rd  class  passengers. 

Trains  to  the  right  of  :  carry  only  1-4, 
2-4  or  3rd  and  4th  class  passengers. 

Trains  to  the  right  of  §  do  not  run  daily. 

Fast  trains  on  German  lines  on  which  no 
excess  fare  is  charged  are  distinguished  by 
thick  type,  those  on  which  an  excess  fare  has 
to  be  paid,  by  thick  type  and  a  thick  dotted 


316 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


line  ■  on  the  left  side  of  the  train  column. 
Fast  trains  on  foreign  lines  are  shown  by 
heavy  type. 

Corridor  trains  and  trains  de  luxe  are  dis¬ 
tinguished  by  the  letters  D  and  L  respectively, 
opposite  the  number  of  the  train.  Electric 
(“Triebwagen”)  (carrying  no  baggage)  have 
the  letter  T  before  the  train  number.  The 
mark  of  a  period  in  a  circle  is  placed  before 
those  stations  between  which,  in  addition  to 
the  regular  train  service,  a  special  service, 
printed  in  another  part  of  the  time  table  un¬ 
der  the  same  sign,  is  provided.  Through  pas¬ 
senger  cars,  sleeping  cars,  and  dining  cars 
between  places  on  different  railway  lines  are 
shown  in  the  time  table.  The  buffet  is  closed 
on  dining  cars  on  the  Prussian  lines  between 
11  at  night  and  6  in  the  morning. 

Trains  with  mail  cars  attached  are  distin¬ 
guished  by  the  mark  ||  between  the  hour 
and  minute  figures  of  the  points  of  departure 
and  the  termini,  and  by  the  mark  ||  if  the 
mails  are  carried  only  on  week  days. 

At  many  stations  the  trains  stop  only  to 
set  down  or  take  in  passengers,  or  on  request. 
In  such  cases  the  marks  a,  c  or  X  respective¬ 
ly  will  be  found  close  to  or  in  place  of  the  times 
of  arrival  and  departure. 

Places  with  several  passenger  stations  are 
distinguished  in  the  German  time  tables  by 
the  mark  unless  the  stations  in  question 
are  expressly  named.  The  railway  fares  are 
calculated  approximately  on  the  basis  of  the 
normal  passenger  rates  for  1  kilometer. 

On  “L”  trains  (1st  class  trains  de  luxe) 
an  excess  fare  of  from  30  to  50  per  cent  is 
charged  by  the  International  Sleeping  Car 
Co. 

On  country  roads  the  passenger  fares  on 
the  mail  carriages  of  the  German  Post  Office 
which  convey  passengers  is  computed  at 
7-10  pf.  per  kilometer. 

Baggage. — On  some  of  the  Austrian  rail¬ 
ways  25  kilograms  are  allowred  free;  on  the 
French  railways  generally  30  kilograms;  on 
the  passenger  mail  carriages  of  the  German 
Post  Office,  15  kilograms.  Branch  lines  and 
small  local  lines  are  indicated  in  the  time 
tables  by  a  hatched  line  before  the  times  or 
close  to  the  distance  figures. 

When  a  station  within  the  Imperial  Postal 
territory  is  at  a  distance  of  at  least  2  kilo¬ 
meters  from  the  boundary  of  the  place  to 
which  it  belongs,  the  mark  °  will  be  found 
before  the  name  of  the  place  in  question, 
and  the  distance  will  be  given  in  the  alpha¬ 
betical  index.  The  distances  specified  in  the 
route  combinations  on  country  roads  are 
reckoned  from  the  station  when  the  latter 
is  the  point  of  departure,  otherwise  from  and 
to  the  centres  of  the  respective  places. 

No.  7  indicates  narrow  gauge  or  electric 
railway. 

No.  9  indicates  dining  car  or  at  least  an 
opportunity  for  a  meal. 

No.  10  indicates  sleeping  cars. 

No.  2.  The  first  character  shows  train 
carries  first  class  only.  The  second  character 
shows  train  carries  1st  and  2nd  class.  The 
third  character,  a  thin  straight  line,  shows 
that  train  carries  1st  to  3rd  class  or  2nd  and 
3rd  class.  The  vertical  dotted  line  shows 
that  the  train  carries  1st  to  4th  class,  2nd  to 
4th  or  3rd  and  4th  class.  The  wavy  line 
shows  that  trains  do  not  run  daily.  On 
German  Railways  the  express  trains  on 


which  no  excess  fare  is  charged  are  indicated 
by  black  or  boldface  type  and  express  trains 
on  which  extra  fare  is  charged  are  indicated 
by  black,  boldface  type  with  a  broken  vertical 
line  on  the  left  of  the  train  column.  On 
foreign — non-German — railways  the  express 
trains  are  indicated  by  black  face  type. 

L  |  Train  de  luxe.  See  11. 

D  |  Corridor  train  12. 

W  |  Week  days  13. 

F  |  Sundays  and  holidays  14. 

Post  Horn  |  Mail  carriage  connection  15 
Steamer  |  Steamer  Connection  16. 

Signs  referring  to  notes  on  the  same  page 
are  shown  by  numerous  characters.  When  in 
doubt  consult  the  hotel  “Portier.” 


SPEED 

Some  of  the  foreign  trains  are  very 
fast.  The  Sud  Express  from  Paris  to 
Bayonne  makes  a  run  of  486x/4  miles 
in  eight  hours  59  minutes,  making  six 
stops,  or  at  the  inclusive  speed  of 
54.13  miles.  The  East  Coast  Express 
from  London  to  Edinburgh,  on  the 
Great  Northern  and  Northeastern 
Railways,  covers  a  distance  of  393)^ 
miles  in  7  hours  and  45  minutes,  with 
three  stops,  the  inclusive  speed  being 
50.77  miles.  The  West  Coast  Express 
of  the  London  and  Noi’th western  and 
Caledonia  Railway  from  London  to 
Glasgow,  a  distance  of  401^  miles, 
covers  the  distance  in  8  hours,  making 
three  stops,  or  at  the  inclusive  speed 
of  50.18  miles  per  hour.  The  fastest 
train  on  the  Continent  is  the  Paris- 
Calais  Express,  which  makes  a  run  of 
185  miles  in  184  V:  minutes ;  there  is 
a  stop  of  2*72  minutes  at  Amiens. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


*****  (Vol,  1  M.i  1909)  109  Berlin  — Magdeburg— Holzmlnden  (-Aachen) 

Hh  Berlin-Werder:  Eisenb.-Dir.  Berlin,  Wcrder-Seesen:  Eiserw.-Dir.  Magdeburg,  Seesen-Holzminden :  Eisenb.-Dir.  Castsl 


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317 


Specimen  page  of  “  Reichs-Kursbuch  ” 


318 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


RAILWAYS  IN  GREAT  BRITAIN 

The  cost  of  railway  fares  in  Eng¬ 
land  is  very  high,  probably  the  highest 
in  the  world. 

Railways  and  Classes  in  England. 


Classes. 

London  and  Northwestern..  1st  2d  3d 
London  and  Southwestern.  1st  2d  3d 
London-Brighton  South 

Coast  .  1st  2d  3d 

Metropolitan,  London .  1st  —  3d 

South  London  Tube .  —  —  3d 

Midland  Railway .  1st  - —  3d 

Northeastern  Railway .  1st  —  3d 

Southeastern  and  Chatham.  1st  2d  3d 

Caledonian  Railway,  Scot¬ 
land  .  1st  —  3d 

Glasgow  H.  S.  Western, 

Scotland  .  1st  —  3d 

Highland  Railway,  Scot¬ 
land  .  1st  - —  3d 

North  British .  1st  —  3d 

Furness  Railway .  1st  —  3d 

Great  Central .  1st  - —  3d 

Great  Eastern .  1st  2d  3d 

Great  Northern .  1st  2d  3d 

Great  Western .  1st  2d  3d 

Lancashire  and  Yorkshire..  1st  2d  3d 
Picadilly  and  Brompton  (London 
Tube),  one  class  only;  zone  fares. 


Irish  Railways. 

Classes. 

Belfast  and  County  Down.  1st  2d  3d 
Cork-Bandon  H.  South 

Coast  .  1st  2d  3d 

Dublin  and  Southeastern...  1st  2d  3d 

Great  Northern .  1st  2d  3d 

Great  Southern  and  West¬ 
ern  .  1st  2d  3d 

Midland  Great  Western...  .  1st  2d  3d 


The  third-class  fare  is  based  on  the 
average  of  one  penny  per  mile,  the 
second  is  slightly  higher  and  the  first 
class  is  about  double  the  third  class. 
Return  tickets  are  issued  which  are 
twice  the  fare  and  are  available  for 
varying  periods  according  to  distance. 
Throughout  the  year  the  railways  is¬ 
sue  week-end  tickets  available  from 
Friday,  Saturday  or  Sunday  to  Tues¬ 
day  at  reduced  fares  for  all  classes. 
In  the  season  (summer),  generally 
from  May  to  October,  all  railways 
issue  special  cheap  tickets  to  various 
places  at  cheap  rates.  Also  tourist 
tickets  are  issued  which  work  out 
cheaper  than  the  return  third-class 
fares.  Many  companies  only  run  two 
classes  of  cars  on  their  fastest  trains 
and  in  some  cases  charge  slightly 
higher  rates  for  the  special  facilities 
offered.  Pullman  cars  are  also  run  in 


many  long-distance  trains,  for  which 
a  slight  excess  fare  above  the  first 
class  is  levied,  and  the  same  applies 
to  the  first-class  sleeping  cars. 


GUARD. 


JUNCTIONS  IN  ENGLAND 

England  is  a  country  of  junctions, 
the  railways  cross  each  other  in  every 
direction  at  varying  levels  and  the 
trains  comiect  more  or  less  frequently 
at  the  junctions.  It  is  usually  possible 
to  get  something  to  eat  at  these  junc¬ 
tions,  although  the  English  railway 
restaurants  are  anything  but  first 
class,  except  at  a  few  of  the  larger 
stations.  The  great  terminal  hotels 
should  be  avoided,  although  their  con¬ 
venience  is  beyond  question.  Two  min¬ 
utes  after  the  arrival  of  the  train  the 
visitor  can  be  in  the  hotel  and  the 
baggage  will  follow  in  a  few  minutes. 

PASSENGERS  IN  LONDON 

Passengers  in  London  can  have 
their  baggage  picked  up  by  the  vans 
of  the  railway  companies  at  an  ex¬ 
pense  of  6  pence  per  baggage.  The 
service  is  the  same  as  our  transfer  ex¬ 
press  and  is  very  much  cheaper. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  319 


The  following  tables  are  valuable  as  giving  the  distance  between  various 
important  cities  in  Europe.  No  two  lists  of  this  kind  ever  agree  as  a  whole 
either  as  to  time  or  fares. 


TIME  FROM  LONDON  TO  THE  FOLLOWING  CITIES  IN  ENGLAND. 


City. 


!  Time. 

Train  Starts  From  !  Hrs.  Min. 


Aberdeen 

Bath . 

Birmingham. , 
Bournemouth 

Bradford . 

Brighton . 

Bristol . 

Cambridge  .  . 

Dublin . 

Eastbourne  .  . 
“  *  / 

Edinburgh  .  . 

Glasgow . 

Leamington. . . 

Leeds . 

Liverpool . 

Manchester. . . 
Newcastle. .  .  . 
Nottingham.. . 

Oxford . 

Scarborough . . 

Sheffield . 

Southampton . 
York . 


King’s  Cross  Station.. .  . 

Euston  Station . 

Paddington  Station .... 

Euston  Station . 

Waterloo  Station . 

King’s  Cross  Station...  . 

Victoria  Station . 

London  Bridge  Station. 
Paddington  Station.  .  .  . 
Liverpool  Street  Station 

St.  Pancras  Station . 

Euston  Station . 

London  Bridge  Station. 

Victoria  Station . 

Euston  Station . 

King’s  Cross  Station . 

Euston  Station . 

Paddington  Station . 

King’s  Cross  Station. . . . 

Euston  Station . 

Euston  Station . 

King’s  Cross  Station . 

St.  Pancras  Station . 

Paddington  Station . 

King’s  Cross  Station . 

St.  Pancras  Station . 

Waterloo  Station . 

King’s  Cross  Station . 


11  7 

11  15 

2  0 

2  0 

2  11 

3  53 

1  20 

1  20 

2  12 

1  3 

1  40 

9  10 

1  25 

1  33 

8  0 

7  45 

8  0 

1  53 

3  39 

3  45 

3  30 

5  12 

2  23 

1  15 

4  50 

3  20 

1  44 

3  35 


A  TYPICAL  ENGLISH  STATION 
Passengers  cross  Platforms  by  Bridges  or  Subways. 


320 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


By-laws  and  regulations  of  the  vari¬ 
ous  railway  companies  are  very  simi¬ 
lar.  These  by-laws  and  regulations  are 
given  in  all  of  the  large  books  of 
time-tables  and  are  posted  in  the  sta¬ 
tions.  Most  of  the  penalties  call  for 
ft  fine  of  4  shillings  for  the  first  of¬ 
fense,  not  exceeding  5  pounds  for  any 
subsequent  offense.  These  by-laws  and 
regulations  relate  to  tickets,  the  num¬ 
ber  of  passengers  that  can  be  crowded 


in  a  compartment,  etc.  Some  of  the 
regulations  may  seem  very  paternal, 
but  they  are  quite  necessary  and  make 
for  safety.  One  of  the  regulations 
might,  however,  be  cited.  It  is  against 
the  law  to  throw  or  drop  from  any 
carriage  of  the  railway  a  bottle  of 
any  kind  or  any  article  or  anything 
capable  of  injuring,  breaking  or  dam¬ 
aging  any  personal  property. 

The  time-tables  of  the  English  roads 


AN  ENGLISH  EXPRESS  AT  FULL  SPEED 


DIAGRAM  “AMERICAN  SPECIAL” 
Liverpool  and  London. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


321 


are  bulky  affairs  of  150  to  200  pages, 
but  are  very  satisfactory  as  regards 
time-tables,  rates  and  special  informa¬ 
tion.  '  They  can  usually  be  obtained 
gratis  at  most  stations  or  at  an  ex¬ 
pense  of  one  penny,  English  money. 
They  can  be  discarded  when  the  line  is 
left.  Several  of  the  English  lines  have 


BERTH  ON  ENGLISH  RAILWAY. 

offices  in  New  York  City,  where  the 
large  time-tables  will  be  furnished  to 
intending  tourists.  This  is  notably  the 
case  with  the  Great  Western  Railway, 
Great  Central  Railway,  Great  Eastern 
Railway  and  the  London  and  North¬ 
western. 

In  England  luncheon  and  tea  bas¬ 
kets  are  supplied  at  most  of  the  prin¬ 


cipal  stations  and  may  be  ordered  by 
telegraph  without  extra  charge  on  ap¬ 
plication  to  the  guard.  The  luncheon 
baskets  are  either  hot  or  cold  and  in¬ 
clude  a  mutton  chop  or  rump  steak, 
with  a  boiled  or  baked  potato,  vege¬ 
tables  or  salad,  bread,  butter  and 
cheese.  The  cold  basket  consists  of  a 
portion  of  veal  or  ham  and  salad, 
bread,  butter  and  cheese,  and  the  price 
is  usually  2s.  Gd.  A  small  bottle  of 


ENGLISH  LUNCHEON  BASKET. 

claret  is  1  shilling  extra.  Tea  baskets 
contain  a  pot  of  tea.  bread,  butter  and 
cake  and  sell  for  1  shilling  for  one 
person,  Is.  6d.  for  a  portion  sufficient 
for  two.  Breakfast,  luncheon,  tea  and 
dining  cars  are  run  on  most  of  the 
English  roads  on  the  best  trains.  The 
breakfast  is  usually  2s.  Gd. ;  luncheon, 
2s.  Gd.  ;  dinner,  3s.  for  four  courses, 
3s.  Gd.  for  five  courses. 

LONDON-PARIS 

There  are  four  principal  routes 
from  London  to  Paris,  via  Dover  and 
Calais,  Folkestone  and  Boulogne,  New 
Haven  and  Dieppe  and  Southampton 
and  Havre.  The  Dover-Calais  offers 
a  shorter  sea  passage,  although  the 
Folkestone  and  .Boulogne  offers  a 
slightly  shorter  time.  The  trains 
from  Paris  to  Calais  are  very  fast, 
which  is  more  than  can  be  said  for  the 
steamer  trains  in  England  dealing 
with  the  Channel  service.  On  reach¬ 
ing  Calais  the  train  runs  out  on  the 
quay  directly  opposite  the  steamboat 
landing.  Boats  leave  immediately  on 
arrival  of  the  trains,  so  that  no  time 
should  be  lost  in  embarking.  Chairs 


322 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


are  provided  and  for  a  fee  of  six  pence 
one  of  the  sailors  will  be  glad  to  look 
after  the  passenger’s  comfort  during 
the  passage.  For  those  who  are  in¬ 
clined  to  seasickness  the  two  routes 
for  the  short  passage  are  recom¬ 
mended,  as  seasickness  on  the  Channel 
is  apt  to  strike  even  a  good  sailor  and 


the  choppy  waves  of  the  Channel  are 
apt  to  bring  on  illness  a  short  time 
after  the  vessel  is  under  way.  The 
boats  are  all  of  a  superb  type  and 
make  the  highest  possible  speed  for 
this  kind  of  a  service.  The  Customs 
inspection  going  toward  Dover  is  usu¬ 
ally  conducted  on  the  steamer  and  is 
perfunctory.  Tourists  who  have  pur¬ 


chased  “Tauchnitz”  or  other  English 
reprints  of  copyrighted  novels  should 
not  expose  them  too  prominently  on 
the  top  of  the  baggage,  as  these  books 
are  sold  with  the  understanding  that 
they  shall  not  be  brought  into  Eng¬ 
land.  There  are  other  Channel  routes, 
such  as  Dover-Ostend,  etc.,  but  we 
only  concern  ourselves  here  with  the 
London  and  Paris  routes.  A  full  list 
of  Channel  and  North  Sea  routes  fol¬ 
lows  : 


CHANNEL  AND  NORTH  SEA  ROUTES 


London — Paris 


Brussels 
Cologne 
Brussels 
Cologne 
Brussels 
Cologne 
Amsterdam 
Cologne 
Berlin 
Berlin 


via  Dover— Calais 
“  Folkestone — Boulogne 
“  Newhaven—  Dieppe 
Southampton  and  Havre 
via  Dover —  Ostend 
Dover — Ostend 
Dover — Calais 
“  Dover— Calais 
Folkestone — B’lcgne 
“  Folkestone — B’loeue 
Queenboro — Flushing 
Queenboro — P  lushing 
Queenboro — Flushing 
Harwich  —  Hook  ci 
Holland 
Harwich 
Harwich 


Hamburg 
Esbjerg 

Ostend  “  “ 

Bordeaux  “  “ 

Cherbourg  via  Southampton 
St.  Malo  “  Southampton 
Rotterdam  “  Tilbury 
H  ull — Amsterdam 
Antwerp 
Hamburg 
Rotterdam 
Copenhagen 
Stavenger 
Bergen 
Trondhjem 
Gothenburg 
Christiansand 
Christiania 

Grimsby  to  Gothenburg 
Grimsby  to  Rotterdam 
Grimsby  to  Hamburg 
London  to  Christiania 
London  to  Gothenburg 
Newcastle  to  Bergen 
Grangemouth  to  Christiania 

All  tourist  Agents  sell  tickets  and  gi\  c  lists 
of  sailings. 


COMPARATIVE  VALUES  OF  ENGLISH 
AND  UNITED  STATES  MONEY. 


d 

$ 

s 

S 

s 

S 

£ 

$ 

1 

0.02 

1 

0.24 

12 

2.92 

1 

4.87 

2 

0.04 

2 

0.49 

13 

3. 17 

2 

9.74 

3 

0.06 

3 

0.73 

14 

3.41 

3 

14.61 

4 

0.08 

4 

0.97 

15 

3.65 

4 

19.48 

5 

0.10 

5 

1.22 

16 

3.90 

5 

24.35 

6 

0. 12 

6 

1.46 

17 

4.14 

6 

29.22 

7 

0.14 

7 

1.71 

18 

4.38 

7 

34.09 

8 

0.16 

8 

1.95 

19 

4.63 

8 

38.96 

9 

0.18 

9 

2.19 

9 

43.83 

10 

0.20 

10 

2.44 

10 

48.87 

11 

0.22 

11 

2.68 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  323 


RAILWAY  ACCIDENTS  IN  ENG¬ 
LAND 

During  the  year  1908  no  passengers 
lost  their  Jives  in  England  in  accidents 
to  the  trains  in  which  they  were  trav¬ 
eling,  while  the  number  that  was  in¬ 
jured  was  only  283.  This  is  a  truly 
phenomenal  record  when  the  wholesale 
slaughter  daily  which  goes  on  in  our 
own  country  is  considered.  It  is  iin- 


Some  Signals. 

possible  to  open  any  newspaper  with¬ 
out  seeing  an  account  of  a  railway 
accident  somewhere.  The  trains  in 
Great  Britain  are  run  in  a  much  more 
careful  manner  than  in  this  country, 


and  when  an  accident  does  occur,  the 
responsibility  is  put  on  the  proper  au¬ 
thorities  and  punishment  for  neglect 
is  swift.  It  should  of  course  be  re¬ 
membered  that  the  railway  system  is 
much  older  than  our  own  and  also 
that  the  distances  involved  are  com¬ 
paratively  small  and  also  that  grade 
crossings  are  practically  unknown  ex¬ 
cept  at  stations  where  there  is  ample 
provision  for  safety  appliances. 

BAGGAGE 

In  traveling  in  England  the  heavy 
baggage  which  cannot  be  taken  into 
the  car  with  the  passenger  should  be 
placed  in  the  van  as  near  as  possible 
to  the  passenger's  compartment. 
When  the  junction  is  reached  where 
,a  change  is  to  be  made  the  passenger 
must  see  to  it  himself  that  the  baggage 
is  taken  out  of  the  van  and  the  trans¬ 
fer  made  to  the  luggage  van  of  the 
connecting  train.  The  great  inconven¬ 
ience  which  is  occasioned  by  this  con¬ 
stant  watchfulness  has  caused  the 
English  people  themselves  to  travel 
with  very  little  baggage.  Porters 
should  be  used  freely  in  transferring 
the  baggage  and  a  small  fee  of  3  pence 
for  one  or  two  small  pieces  of  baggage 
or  for  one  trunk  is  a  small  equivalent 
for  the  services  rendered. 


LONDON-PARIS. — Routes,  Fares  and  Distances. 


Depart 

from 

London 

Route 

Fares 

Miles. 

Sea 

Pas¬ 

sage 

Time 

Occu¬ 

pied 

in 

Jour¬ 

ney 

Arrive 

at 

Paris 

Service 

1st  Class 

2n<^  Class 

Charing  Cross 

S.  E.  &  C. 

£ 

s. 

d. 

£ 

s. 

* 

3  Depar- 

Cannon  St., 
Victoria  or 
Holborn. 

Railway. 
Dover  and 
Calais. 

S.  E.  &  C. 
Railway. 

2 

16 

8 

1 

19 

8 

286 

H 

Hours. 

71 

Hours. 

Gare  du 
Nord. 

tures 

Daily. 

2  Depar- 

London 

Folkestone 

and 

Boulogne. 

L.B.&S.C. 

Railway. 

2 

10 

0 

1 

14 

8 

258 

2 

Hours. 

71 

Hours. 

tures 

Daily. 

2  Depar- 

Bridge  end 
Victoria. 

New  Haven 
and 

Dieppe. 

L.  &  S.  W. 
Railway. 

i 

18 

7 

1 

8 

0 

245 

4 

Hours. 

9 

Hours. 

Gare  St. 
Lazare. 

tures 

Daily. 

Nightly 

Waterloo. 

Southamp¬ 
ton  and 
Havre. 

i 

13 

10 

1 

4 

10 

351 

6 

Hours. 

14 

Hours. 

(except 

Sunday). 

324 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


RAILROADS  IN  HOLLAND 

In  Holland  kilometer  tickets  are  is¬ 
sued  at  15  florins  first  class,  llTA 
florins  second  class  for  500  kilometers. 
These  tickets  are  available  for  a  year, 
but  owing  to  the  short  distances 
which  separate  the  cities  in  Holland  it 
is  doubtful  whether  they  will  prove  of 
utility  to  the  average  tourist.  Circu¬ 
lar  tour  tickets  are  better  adapted  for 
their  use.  In  Holland  children  young¬ 
er  than  four  years  pay  no  railroad 
fare  and  from  four  to  ten  years  half 
fare.  The  spring  is  the  best  time  to 
visit  Holland,  although  it  is  much 
sought  after  at  all  seasons  of  the  year. 
In  the  spring  may  be  seen  the  gay 
flower  gardens  with  their  parti-colored 
tulips  and  hyacinths. 


ITALIAN  RAILWAYS. 

The  railways  in  Italy  have  never  been  noted 
for  their  excellence;  the  speed  is  not  great. 
Wherever  possible  the  trains  of  the  Inter¬ 
national  Sleeping  Car  Company  should  be 
secured,  and  in  any  event  first,  class  tickets 
are  recommended,  especially  when  ladies  are 
of  the  party.  Tickets  on  express  trains  cost 
more  than  the  ordinary  trains.  The  old  fashion¬ 
ed  coupes  still  prevail  on  many  of  the  trains, 
especially  on  the  less  frequented  roads,  but 
corridor  cars  are  slowly  but  surely  displacing 
them  all  over  Italy.  Third  class  should  not 
be  taken  under  any  circumstances.  The 
price  of  railroad  tickets  is  stamped  on  each. 
A  return  ticket  is  known  as  a  ritorna.  Always 
remember  that  the  Government  stamp  has 
to  be  included  so  that  the  proper  change 
should  always  be  ready,  including  the  Govern¬ 
ment  tax.  Circular  tour  tickets  are  especially 
recommended  for  Italy,  and  the  subject  is 
taken  up  under  “Tours,”  which  see.  The 
International  Sleeping  Car  Company,  281 
Fifth  Avenue,  New  York  City,  have  recently 
been  appointed  agents  for  this  country  for 
the  Italian  railways,  and  they  will  be  glad  to 
send  descriptive  literature  upon  application. 
Some  of  the  following  terms  may  prove  of 
value  to  the  traveler;  A  ticket  is  called 
“ biglietto” ;  the  entrance  is  called  “ ingresso” ; 
the  exit,  “uscito” ;  “ partenza ”  means  that 


the  train  is  about  to  start,  corresponding  to 
our  “all  aboard.”  Compartments  where 
smoking  is  not  allowed  are  labeled  “  vietato 
di  fumare,”  but  it  rarely  makes  very  much 
difference,  and  the  ladies  should  take  the 
compartments  marked  “  donne  sole.”  The 
Custom  House  is  called  the  “  dogana.” 


A  DUTCH  GROUP. 


For  a  number  of  years  steamships  have 
been  in  the  habit  of  making  landings  late  at 
night  at  New  York,  but  this  entailed  serious 
inconvenience  to  the  Custom  House  and  the 
over-worked  inspectors.  A  conference  was 
held  on  March  18,  1910;  the  result  of  the 
conference  was  that  night  berthing  of  passen¬ 
ger  steamships  was  considered  essential  and 
inevitable.  New  York  with  the  opening  of 
the  well-lighted  Ambrose  Channel  has  be¬ 
come  an  “all  night  port,”  and  there  is  no 
reason  why  steamers  should  not  berth  at  any 
time  of  the  day  or  night,  which  means  the 
saving  of  ten  or  more  hours  for  both  passen¬ 
gers  and  cargo.  The  added  time  is  often 
also  valuable  for  the  making  of  repairs.  It 
was  also  shown  that  the  rivers  were  in  better 
navigable  condition  at  night  owing  to  the 
fact  that  there  were  fewer  craft  around.  It 
is  probable  that  the  number  of  baggage 
inspectors  will  be  increased  by  about  one- 
third  to  prevent  them  from  being  over¬ 
worked.  When  ships  arrive  very  late  at 
night  passengers  can  remain  on  board  if  they 
so  desire. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


325 


RAILROADS  IN  NORWAY  AND 
SWEDEN 

Norway  and  Sweden  are  usually 
reached  by  boat  from  Hull,  Newcastle 
and  Leith.  It  is  possible  to  reach 
these  countries  by  rail  by  Harwich 
and  the  Hook  of  Holland,  by  the 
Queenboro-Flushing  route,  or  by 
the  Dover-Calais  route.  The  trav¬ 
elers  who  approach  Europe  by  way  of 
Bremen  and  Hamburg  will  find  them¬ 
selves  only  a  short  distance  from  the 
frontier.  The  hotels  in  Norway, 
Sweden  and  Denmark  make  the  visitor 
comfortable.  Four  meals  a  day  are 
nearly  always  provided.  It  should  be 
noted  that  the  valleys  are  very  hot  in 
summer,  while  the  high  ground  is  very 
cold ;  therefore,  travelers  should  be 


Sweden  is  expensive  when  trips  are 
not  made  by  boat.  Many  of  the  routes 
call  for  posting,  the  expense  of  which 
varies  from  7  cents  a  mile  for  a  con¬ 
veyance  for  one  person  to  18  cents 
a  mile  for  one  or  two  persons  for  a 
ealache.  The  hotels  are  apt  to  be 
well  filled  in  summer,  so  that  orders 
for  horses  and  rooms  should  be  se¬ 
cured  by  mail  or  telegram.  The  best 
season  for  visiting  Norway,  Sweden 
and  Denmark  is  the  summer.  Some¬ 
times  visitors  go  to  Norway  and  Swe¬ 
den  in  the  winter  for  the  winter 
sports,  but  these  can  be  had  in  as 
great  variety  in  the  much  more  acces¬ 
sible  Switzerland.  The  midnight  sun 
is  seen  from  Bodo  between  May  30tli 
and  .Tulv  12th  :  from  Tromso,  from 
May  18th  to  July  25th;  from  Ham- 


merfest,  from  May  13th  to  July  29th, 
and  from  the  North  Cape,  from  May 
11th  to  August  1st.  Bodii  is  the 
furthest  south.  Steamers  are  run 
from  Trondhjem  to  the  North  Cape 
twice  a  week,  as  long  as  the  midnight 
sun  is  above  the  horizon.  In  Sweden 
bicycles  for  touring  purposes  are  ad¬ 
mitted  free.  Tourists  who  are  mem¬ 
bers  of  the  C.  T.  C.  or  other  good 
bicycling  clubs  do  not  have  to  pay  any 
duty,  otherwise  a  deposit  of  30  kr. 
must  be  made.  It  should  be  noted 
that  dogs  cannot  be  brought  into 
either  Norway  or  Sweden. 

RAILROADS  IN  RUSSIA 

Russia  is  best  visited  during  the 
summer  months.  May,  June  and  July 
being  the  best  for  a  general  trip,  but 
St.  Fetersburg  and  Moscow  should  be 
seen  in  January  or  February,  if  pos¬ 
sible.  No  attempt,  under  any  circum¬ 
stances,  should  be  made  to  enter  Rus¬ 
sia  without  a  passport,  which  is  in 
unimpeachable  form  and  which  has 
been  viseed  at  the  Russian  Consulate. 
Heavy  clothing  and  comfortable  trav¬ 
eling  rugs  should  be  provided.  For 
the  long  Russian  runs  a  train  served 
with  cars  of  the  International  Sleep¬ 
ing  Car  Co.  should  be  selected.  In 
winter  the  sports  consist  of  skating, 
ice-boat  sailing,  etc.  The  sleighs 
are  the  great  vehicles  in  Russia. 
French  is  spoken  very  largely  in 
Russia.  English-speaking  guides  will 
prove  a  convenience  in  going  about  St. 
Petersburg  and  Moscow.  The  hotels 
in  these  cities  are  famous  the  world 
over  for  their  comfort  and  the  merit 
of  their  cuisine.  Travelers  should  use 
only  the  first  and  second  class  railway 
accommodations  in  Russia.  The  rail¬ 
way  buffets  are  excellent.  The  Rus¬ 
sian  winter  need  not  be  dreaded,  as 
the  inhabitants  understand  keeping 
themselves  and  their  visitors  warm 
and  comfortable. 

THE  TRANS-SIBERIAN 

The  section  of  the  International 
Sleeping  Car  Company’s  trains  is 
composed  of  first  and  second  class 
cars  containing  compartments  for  two 
and  four  passengers.  First  class  com¬ 
partments  contain  two  sleeping  berths, 
also  a  dinner  chair,  special  reading 
lamp,  accommodations  for  hand  bag¬ 
gage,  and  the  second  class  usually  has 
a  limited  number  of  berth  compart¬ 
ments,  the  rooms  containing  four 
berths ;  the  cars  are  heated  and  are 
supplied  with  electric  lights.  In  the 
dining  car  meals  are  served  by  a  chef 


326 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


and  staff  of  waiters,  the  rate  per  day 
being  seven  shillings  for  three  meals. 
A  bathroom  with  hot  and  cold  water 
is  provided  in  each  baggage  car. 

It  should  be  remembered  that  every 
visitor  to  Russia  must  be  provided 
with  a  passport  bearing  the  vise  of 
the  Russian  Consul.  The  trip  from 
London  to  Japan  occupies  about  fif¬ 
teen  days,  and  the  railway  fares  from 
London  to  the  Far  East  vary  from 
33  to  39  pounds,  depending  on  the 
route.  Thus  we  find  that  the  traveler 
going  by  way  of  Calais,  Brussels,  Ber¬ 
lin,  Warsaw,  Moscow  and  Harbin, 
pays  £34  13s.  6d.,  first  class ;  while 
the  fare  to  Nagasaki  is  £44  15s.  Id., 
first  class.  By  way  of  St.  Petersburg 
there  is  a  slight  increase.  The  sleep¬ 
ing  car  fares  from  Moscow  to  Khar- 
dine  is  only  six  to  ten  pounds.  Special 
leaflets  for  the  trans-Siberian  Railway 
can  be  obtained  from  the  Interna¬ 
tional  Sleeping  Car  Co. 

RAILROADS  IN  SPAIN 

The  main  lines  in  Spain  are  fairly 
good,  but  a  traveler  should  in  all 
cases  take  the  first  class.  Baggage  is 
free  up  to  66  pounds,  and  the  Customs 
examination  is  lenient.  Visitors 
should  use  either  circular  tour  tickets 
or  kilometer  tickets,  full  particulars 


of  which  will  be  found  elsewhere. 
These  tickets  should  be  obtained  in 
advance  from  tourist  agents  either  in 
this  country  or  in  Europe,  as  this  will 
save  a  great  deal  of  trouble.  Most  of  | 
these  tickets  have  the  advantage 
that  they  can  begin  anywhere  and  fin¬ 
ish  anywhere,  and  going  over  the 
same  route  if  desired.  We  are  now 
referring  to  the  kilometer  tickets  and 
not  to  the  circular  tour  tickets,  which 
follow  a  fixed  itinerary.  The  spring 
and  autumn  are  the  best  seasons  for 
Madrid  and  Central  Spain ;  the 
autumn,  winter  and  spring  are  the 
best  for  Seville,  Granada,  etc.,  and 


the  late  spring  is  the  best  season  for 
the  Spanish  Pyrenees.  The  best  sea¬ 
son  for  visiting  Portugal  is  any  time 
from  June  to  October.  The  hotel  ac¬ 
commodation  in  Spain  and  Portugal 
leaves  very  much  to  be  desired.'  For 
long  journeys  the  cars  of  the  Inter¬ 
national  Sleeping  Car  Co.  are  recom¬ 
mended. 


SWISS  TICKETS 

The  Swiss  Federal  Railways  have 
an  admirable  system  of  mileage  and 
season  tickets.  The  following  is  a 
resumd  of  the  rules  and  regulations 
concerning  them.  Full  maps,  infor¬ 
mation,  and  beautiful  literature  can 
be  obtained  of  the  Swiss  Federal  Rail¬ 
way  office,  241  Fifth  Avenue,  New 
York  City. 


Ordinary  Tariff 

of  the 

Swiss 

Fed- 

ERAL 

Railways. 

Single 

I 

II 

III 

Cts. 

Cts. 

Cts. 

Per  kilom . 

. 10.4 

7.3 

5.2 

Return 

I 

II 

III 

Cts. 

Cts. 

Cts. 

Per  kilom . 

. 15.6 

10.0 

6.5 

Luggage,  per  100 

kilos . 

.  .  .  5 

Cts. 

Validity  of  Tickets. 

For  distances  of  under  200  kilometers. 
Single  Tickets  are  available  for  the  day 
of  issue  only ;  over  200  kilometers 
tickets  are  available  until  midnight  of 
the  next  day. 

Return  Tickets  are  available  10  days, 
including  the  days  of  issue  and  expiry. 
The  validity  expires  at  midnight  on  the 
10th  day. 

Transference  of  Tickets. 

In  Switzerland  railway  tickets  are  not 
transferable. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


327 


Break  of  Journey. 

On  the  Swiss  railways  passengers 
may  without  formalities  of  any  kind 
break  the  journey  at  all  intermediate 
stations.  Any  exception  to  this  rule  is 
mentioned  on  the  ticket. 

Children’s  Tickets. 

Children  under  four  years  of  age 
traveling  with  their  parents  are  carried 
free,  provided  they  do  not  occupy  a  sep¬ 
arate  seat  in  the  compartment.  From 
four  to  twelve  years  of  age,  children 
travel  at  half  fares. 

No  reduction  is  made  for  children  on 
the  price  of  Swiss  Season  Tickets. 

Swiss  Combined  Tickets  are  issued 
half-price  to  children  aged  4  to  12. 

Rundreise  (International)  Tickets  are 
issued  half-price  to  children  aged  4  to 
10. 

Swiss  Season  Tickets. 

Season  Tickets  available  during  15, 
30  or  45  days  for  an  unlimited  number 
of  journeys  over  all  the  lines  and  lakes 
shown  on  the  special  railway  maps  sent  on 
request  are  issued. 

Conditions  of  Issue. 

1.  Season  Tickets  are  issued  at  the 
following  prices,  which  include  a  deposit 
of  Frs.  5  (see  rule  10). 

First  Class 
Tickets  available  for 

15  days,  $18.24=Frs.  05. 

30  davs,  $27.84=Frs.  145. 

45  days,  $35.52=Frs.  185. 

Second  Class ' 

Tickets  available  foi¬ 
ls  days,  $13.44=Frs.  70. 

30  days,  $20.16=Frs.  105. 

45  days,  $25.92=Frs.  135. 

Third  Class 
Tickets  available  for 

15  days,  $9.60=Frs.  50. 

30  days,  $14.40=Frs.  75. 

45  days,  $18.24=Frs.  95. 

No  reduction  is  made  for  children. 

2.  An  unmounted  photograph  of  the 
person  for  whom  the  ticket  is  to  be  is¬ 
sued  must  accompany  the  order  for 
same. 

The  photograph  must  be  carte-de- 
visite  size,  the  height  of  the  head  being 
not  less  than  three-eighths  of  an  inch. 
Smaller  photographs  will  not  be  accept¬ 
ed. 

The  photograph  must  not  have  been 
previously  used  for  a  similar  purpose, 
and  must  remain  affixed  to  the  ticket. 

3.  When  applying  for  Season  Tickets, 
passengers  must  indicate  the  date  on 
which  they  wish  the  period  of  availabil¬ 
ity  to  commence.  Tickets  may  be  dated 
in  advance,  but  not  more  than  eight 
days  ahead  of  the  actual  date  of  issue. 

Season  Tickets  can  not  be  used  in  ad¬ 
vance  of  the  day  for  which  they  are 
dated. 

The  validity  of  the  ticket  expires  at 
midnight  on  the  15th.  30th  or  45th  day, 
and  may  under  no  circumstances  be  pro¬ 
longed. 


4.  Each  ticket  must  hear  the  holder's 
signature. 

5.  During  its  validity  a  Season  Ticket 
entitles  the  holder  to  an  unlimited  num¬ 
ber  of  journeys  by  all  trains  and  boats 
shown  in  the  official  time-tables. 

6.  On  all  steamboats,  second  and 
third  class  tickets  are  available  first  and 
second  class  respectively. 

7.  The  holders  of  first  class  Season 
Tickets  wishing  to  travel  by  one  of  the 
International  Sleeping  Car  Company’s 
“trains  de  luxe”  must  pay  the  supple¬ 
mental  fares  prescribed  by  the  tariffs. 
The  holders  of  second  or  third  class 
tickets  wishing  to  travel  by  the  said 
trains  must,  in  addition,  pay  the  dif¬ 
ference  between  the  second  or  third  and 
the  first  class  fares. 


A  ROCKY  CLIMB. 


8.  Season  Ticket  holders  are  requested 
to  retain  their  tickets  in  their  posses¬ 
sion  and  produce  -them  whenever  re¬ 
quired  to  do  so,  otherwise  the  ordinary 
full  fare  will  be  charged,  and  will  under 
no  circumstances  be  refunded. 

9.  Season  Tickets  are  not  transferable. 

The  ticket  will,  with  the  deposit,  be 

confiscated  if  any  alterations  are  made 
on  it  by  the  holder,  or  if  it  is  trans¬ 
ferred  to  any  other  person,  who  will,  in 
such  case,  be  called  upon  to  pay  the  or¬ 
dinary  full  fare  and  be  liable  to  prose¬ 
cution. 

10.  The  deposit  (see  rule  12)  will  be 
refunded  upon  the  ticket  with  photo¬ 
graph  attached  being  surrendered,  in 
Switzerland,  before  noon  on  the  day  af¬ 
ter  expiration,  at  any  of  the  booking  of- 


328 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


flees  of  the  railways  or  steamboat  com¬ 
panies  concerned.  The  ticket  can  also 
be  sent  by  post  to  any  of  the  said  book¬ 
ing  offices,  but  must  be  posted  within 
the  stipulated  time. 

The  deposit  is  forfeited  if  the  ticket 
is  not  surrendered,  or  if  it  is  surrend¬ 
ered  too  late,  unless  a  further  ticket  be 
taken  dated  in  continuation  of  the  first. 

11.  No  refund  is  granted  for  lost  15- 
day  tickets. 

Only  in  exceptional  cases  (death,  ill¬ 
ness  proved  by  medical  certificate)  is 
any  allowance  made  for  partly-used 
tickets,  and  then  only  for  those  avail¬ 
able  for  30  and  45  days. 

12.  A  fuller  extract  of  the  rules  and 
regulations  will  be  found  in  the  tickets. 

13.  On  the  lines  of  the  undermention¬ 
ed  railways  and  steamboat  companies, 
the  holders  of  Season  Tickets  are  enti¬ 
tled  to  the  following  reductions  on  or¬ 
dinary  fares : 

Uetliberg  Railway,  20  per  cent  reduc¬ 
tion  on  ordinary  fares. 

Arth-Rigi  Railway.  20  per  cent  reduc¬ 
tion  from  Arth-Goldau  to  Rigi-Kulm, 
Rigi-Staffel,  Wblfertschen-First  and 
Rigi-Klosterli  or  vice  versa  (ascent,  de¬ 
scent  or  return.) 

Vitnau-Rigi  Railway,  20  per  cent  re¬ 
duction  on  single  and  return  tickets 
from  Vitznau  to  Rigi-Kaltbad,  Rigi-Staf¬ 
fel  and  Rigi-Kulm  or  vice  versa. 

Rigi-Scheidegg  Railway,  20  per  cent 
reduction  on  single  and  return  tickets 
from  Rigi-Kaltbad  to  Rigi-Scheidegg  or 
vice  versa. 

Brunnen-Morschach  Railway,  20  per 
cent  reduction  on  ordinary  single  and 
return  tickets. 

Stanserhorn  Railway,  20  per  cent  re¬ 
duction  on  return  tickets. 

Brienz-Ilothorn  Railway,  20  per  cent 
reduction  on  ordinary  return  tickets. 

Interlaken-Ilarder  Railway,  10  per 
cent  reduction  on  ordinary  fares  (as¬ 
cent,  descent  or  return). 

Beatenberg  Railway,  20  per  cent  re¬ 
duction  on  single  and  return  tickets. 

Bern-Worb  Railway.  50  per  cent  re¬ 
duction  on  single  and  return  tickets. 

Gurten  Electric  Railway,  20  per  cent 
reduction  on  single  and  return  tickets. 

Territet-Glion-Rochers  de  Naye  Rail¬ 
way,  50  per  cent  reduction  on  Territet- 
Roeliers  de  Naye  return  tickets. 

Aigle-Leysin  Railway,  50  per  cent  re¬ 
duction  on  single  and  return  tickets. 

Monthey-Champory  Railway.  20  per 
cent  reduction  on  single  and  return 
tickets. 

Martigny-Chatelard  Railway,  20  per 
cent  reduction  on  single  and  return 
tickets. 

Monte-Generoso  Railway,  20  per  cent 
reduction  on  return  tickets  Capolago- 
Bellavista,  Capolago-Generoso-Kulm  and 
Bella  vista-Generoso-Kulm. 

Lake  of  Zug  Steamboat  Company.  50 
per  cent  reduction  on  single  and  return 
tickets. 


Swiss  Combined  Tickets. 

1.  Combined  Tickets  for  journeys  of 
not  less  than  200  kilometers  (not  count¬ 
ing  diligence  drives)  are  issued 

in  Switzerland:  at  all  the  principal 
stations  (other  stations  also  accept  or¬ 
ders)  ; 

abroad:  at  Constance,  Dellc  and  Pon- 
tarlier  stations ;  at  the  Agency  of  the 
Swiss  Federal  Railways  in  Paris,  20  Rue 
Lafayette. 

2.  Combined  Tickets  are  issued:  (a) 
for  circular  journeys:  (b)  for  return 
journeys  over  the  same  lines:  (c)  for 
partly  circular  and  partly  return  jour¬ 
neys. 

The  journey  must  be  ended  at  the 
station  at  which  it  was  commenced,  ex¬ 
cept  in  certain  cases  mentioned  in  the 
tariff. 

3.  Orders  for  tickets  must  be  given  in 
writing,  at  least  4  hours  in  advance  at 
the  principal  stations  and  two  clear 
days  in  advance  at  other  stations. 

4.  The  tariff  and  necessary  order- 
forms  can  be  obtained  free  of  charge  at 
any  station,  also  at  the  London  and 
Baris  agencies  of  the  Swiss  Federal 
Railways. 

5.  The  validity  of  Combined  Tickets 
is  45  days  and  can  under  no  circum¬ 
stances  be  extended. 

6.  A  ticket  can  be  composed  of  rail 
and  steamboat  coupons  of  different 
classes ;  it  can  also  include  diligence 
coupons,  but  for  the  latter  no  reduction 
is  allowed  on  the  ordinary  full  fares. 

Circular  and  Pleasure  Tickets  With 
Fixed  Itineraries. 

Apart  from  Combined  Tickets,  all  the 
principal  stations  issue  Circular  and 
Pleasure  Tickets  with  fixed  itineraries. 
Pamphlets  giving  full  particulars  of 
these  tickets  can  be  obtained  free  of 
charge  at  the  Swiss  Federal  Railways’ 
stations.  No  notice  required  for  such 
tickets. 

International  Rundreise  Tickets. 

1.  Rundreise  Tickets  covering  the 
greater  part  of  Europe  are  issued  at 
Berne,  Zurich  and  Lausanne  stations, 
also  at  the  Alsace-Lorraine  booking-of 
flee  (Swiss  Federal  Station),  the  Badex 
State  Railway  booking-office  (Badischer 
Bahnhof)  at  Bale  and  Bocquin  &  Co.’s 
Travel  Bureau  at  Geneva  :  they  can  also 
be  ordered  in  advance  at  any  of  the 
other  principal  S.  F.  R.  stations. 

2.  Rundreise  Tickets  are  issued  in 
London  and  all  the  other  chief  cities  of 
Europe. 

3.  The  tickets  are  issued  :  fa)  for  cir¬ 
cular  journeys  :  (b)  for  return  journeys 
over  the  same  lines:  (e)  for  partly  cir¬ 
cular  and  partly  return  journeys. 

4.  A  ticket  can  be  composed  of  rail 
and  steamboat  coupons  of  different 
classes. 

5.  Rundreise  Tickets  are  not  issued 
for  journeys  of  less  than  000  kilometers. 

(i.  The  validity  of  tickets  is  00  days 
for  journeys  of  000  to  3000  kilometers, 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


329 


90  days  for  journeys  of  3001  to  5000 
kilometers  and  120  days  for  all  dis¬ 
tances  above  5000  kilometers. 

7.  Tickets  must  be  ordered  at  least  6 
hours  in  advance  at  the  issuing  sta¬ 
tions  and  2  days  in  advance  at  other 
stations.  The  necessary  order-forms  are 
supplied  free  of  charge  by  the  stations 
and  the  Itundreise  tariff  is  issued  at 
cost  price. 

^  When  ordering  tickets  at  Swiss  sta¬ 
tions  a  deposit  of  2  francs  per  ticket 
must  be  paid.  The  deposit  is  refunded 
when  the  tickets  are  called  for ;  in  the 
event  of  the  tickets  not  being  called  for 
the  deposit  is  confiscated. 


Hand  Luggage. 

The  weight  of  hand  luggage  allowed 
is  10  kilos  (  ,22  lbs.)  per  passenger. 
Only  small  packages  are  allowed,  such 
as  can  conveniently  be  placed  in  the  lug¬ 
gage  racks.  Articles  whose  presence  is 
either  dangerous  or  objectionable  to 
other  passengers,  .cannot  be  taken  into 
the  compartment. 

Registration  of  Luggage. 

As  a  rule  only  personal  effects,  in 
trunks,  gladstone  bags,  etc.,  can  be  reg¬ 
istered.  The  following  objects  can  also 
be  registered,  provided  they  belong  to 
passengers  traveling  by  the  same  train  : 


SUMMIT  OF  THE  JUNGFRAU. 


Dogs  Accompanying  Their  Masters. 

Passengers  must  themselves  place 
their  dogs  in  the  luggage-van  at  the 
station  of  departure,  convey  them  from 
one  van  to  another  when  changing 
trains,  and  claim  them  immediately  on 
arrival. 

Only  small  pet  dogs  which  are  car¬ 
ried  by  their  owners  are  allowed  in  the 
compartments,  provided  the  other  pas¬ 
sengers  do  not  object.  The  guard  can 
have  any  dog  removed  from  the  com¬ 
partment. 

Tickets  must  in  all  cases  be  taken. 
The  rate  for  dogs  is  3  centimes  per  kilo¬ 
meter. 


perambulators,  invalid  chairs,  bicycles 
and  motor  cycles  for  one  person  (with 
benzine  or  petrol  tanks  properly  emptied 
or  electric  accumulators  removed),  skis, 
ordinary  luges  and  toboggans  (bob¬ 
sleighs  excepted)  ;  also  commercial  trav¬ 
elers’  sample  trunks.  The  weight  of 
any  package  must  not  exceed  100  kilos. 

Exceptionally,  articles  which  do  not 
come  under  this  heading  are  conveyed 
as  registered  luggage,  provided  they  are 
not  too  bulky  for  conveyance  per  pas¬ 
senger  train  and  the  weight  of  same 
does  not  exceed  100  kilos. 

On  the  Swiss  railways  and  steamboats 
no  luggage  is  allowed  free  beyond  the 
prescribed  amount  of  hand  luggage. 


330 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Customs  Examinations. 

(a)  At  frontier  stations. 

Passengers  must  be  present  at  the 
Customs  examination  of  their  luggage, 
which  takes  place  at  the  following  fron¬ 
tier  stations : 

Entering  Switzerland: — Bale,  S.  F.  R. 
(traveling  via  Mulhausen),  Bale,  B.  B. 
(traveling  via  Carlsruhe),  Bouveret, 
Buchs  (Austrian  frontier),  Campocolog- 
no,  Chatelard,  Chiasso,  Constance,  Cras- 
sier,  Domodossola,  Geneva  -  Cornavin 
(traveling  via  Lyons  and  Macon)  and 
Geneva-Eaux-Vives  (traveling  via  Anne- 
masse),  Le  Locle,  Luino,  Porrentruy, 
Uomanshorn,  Rorschach,  Schaffhausen, 
Singen,  St.  Margrethen,  Vallorbe,  Les 
Verrieres-Suisse  and  Waldshut. 

Leaving  Switzerland: — Bale,  S.  F.  R. 
(traveling  towards  Mulhausen),  Bale,  B. 
B.  (traveling  towards  Carlsruhe),  Belle- 
garde,  Bregenz,  Buchs  (Austrian  fron¬ 
tier),  Chamounix,  Chiasso,  Constance. 
Delle,  Divonne,  Domodossola,  Friedrich- 
shafen.  Lindau,  Luino,  Morteau,  Pontar- 
lier,  Singen,  St.  Margrethen,  Tirano  and 
Waldshut. 

In  transit  via  Switzerland,  luggage 
registered  through  is  not  examined  by 
the  Swiss  Customs. 

(b)  In  Switzerland 

(Unaccompanied  registered  luggage.) 

Should  the  owners  of  luggage  regis¬ 
tered  through  to  Berne,  Chur,  Lausanne, 
Lucerne,  Montreux,  St.  Gallen  or  Zurich 
not  be  present  at  the  frontier  station 
when  the  Customs  examinations  takes 
place,  such  luggage  will  be  sent  on  to 
the  inland  Customs  offices  at  the  afore¬ 
said  stations,  where  it  will  be  examined. 

Buffets. 

Liquid  Refreshment  and  hot  Meals 
can  be  obtained  at  the  following  sta¬ 
tions  :  Aarau,  Airolo,  Arth-Goldau, 

Bale  S.  F.  R.,  Bale  Baden  State  Ry.  Sta¬ 
tion,  Berne,  Bellinzona,  Biasca,  Bienne, 
Bouveret,  Brigue,  Briinig,  Buchs  (Aus¬ 
trian  frontier),  Biilach,  Chatelard,  La 
Chaux-de-Fonds,  Chiasso,  Chur,  Con¬ 
stance,  Dachsen,  Delemont,  Delle,  Domo¬ 
dossola,  Fribourg,  Geneva,  Glarus,  Go- 
schenen,  Langnau,  Lausanne,  Locarno, 
Lucerne,  Lugano,  Luino,  Neuchatel,  01- 
ten,  Payerne,  Pontarlier,  Porrentruy, 
Rapperswil,  Romanshorn,  Romont,  Ror¬ 
schach  (Station  and  Harbor) ,  St.  Gallen, 
St.  Margrethen,  St.  Maurice,  Sargans, 
Schaffhausen,  Singen,  New  Solothurn, 
Sonceboz-Sombeval,  Stalden,  Tbun,  Tur- 
gi,  Vi£ge,  Waldshut,  Weesen.  Wil,  Win¬ 
terthur,  Yverdon,  Zermatt,  Zug  and  Zu¬ 
rich. 

Liquid  Refreshment  and  cold  Meals 
can  be  obtained  at  the  following  sta¬ 
tions  :  Baden,  Bex,  Bischofszell,  Biiren 
o/A.,  Herzogenbuchsee,  Lenzburg,  Mor- 
ges,  Muri,  Oensingen,  Rothkreuz,  St. 
Ursanne.  Sarnen,  Scherzligen,  Old  Solo¬ 
thurn,  Vevey,  Wald,  Wangen  o  /Aar, 
Wohlen-Villmergen  and  Zurich-Enge. 


Public  Holidays. 

In  Switzerland,  in  addition  to  Sun¬ 
days,  the  public  holidays  are  New  Year’s 
Day,  Good  Friday,  Ascension  Day  and 
Christmas. 

Diligences. 

Conveyance  of  Passengers  and  Luggage. 

Maximum  rates  per  kilometer. — On 
mountain  routes  and  other  extra-difficult 
routes:  30  cts.  per  seat  outside  (coupe 
or  banquette),  25  cts.  inside.  On  all 
other  routes  the  fares  are  20  cts.  out¬ 
side  and  15  cts.  inside.  The  extra  rate 
for  mountain  routes  is  charged  from 
15th  June  to  15th  September  only.— 
Children  aged  2  to  7  pay  half  fares: 
full  fares  when  all  the  seats  are  taken 
and  an  extra  carriage  has  to  be  pro¬ 
vided  for  one  child  only. 

Return  tickets  are  issued,  available 
for  3  days  (72  hours,  counting  from  the 
time  of  departure  to  the  time  of  start¬ 
ing  for  the  homeward  journey)  ;  reduc¬ 
tion  of  10%  on  ordinary  single  fares. 

Subscription  tickets  for  10  journeys, 
available  during  three  months,  are  is¬ 
sued  at  the  following  price:  10  times 
the  ordinary  fare,  less  20%  (half  fares 
for  children  under  seven). 

Luggage. — Small  hand  luggage  is  al¬ 
lowed  free  inside  the  diligence,  provided 
its  presence  does  not  cause  inconveni¬ 
ence  to  other  passengers.  Bulky  lug¬ 
gage,  such  as  trunks,  boxes,  gladstone 
bags,  etc.,  is  weighed  and  charged  for. 

On  journeys  for  which  the  fare  does 
not  exceed  15  cts.  per  kilometer,  adults 
are  entitled  to  a  free  allowance  of  15 
kilos:  children  to  7V2  kilos. 

On  other  journeys,  the  fares  for 
which,  from  15th  June  to  15th  Sep¬ 
tember,  exceed  15  cts.  per  kilometer, 
adults  are  entitled  to  a  free  allowance 
of  10  kilos,  children  to  5  kilos.  The 
full  weight  is  charged  for  when  in  ex¬ 
cess  of  the  free  allowance. 

Extra-Post.— Extra-Post  may  be  or¬ 
dered  at  any  time,  in  advance,  at  the 
post-offices  on  the  principal  mountain 
routes.  Special  fares  are  charged. 

Dogs. — No  dogs  (or  any  other  ani¬ 
mals)  are  allowed  inside  the  diligence. 


The  publications  of  the  United  States 
Hydrographic  Office  consist  of  three  classes: 
first,  navigators’  charts,  containing  some 
1,700  individual  titles  relating  to  all  oceans 
and  coasts,  two  books  on  sailing,  directions, 
manuals,  and  instructions,  38  titles  in  all; 
three  periodical  publications,  such  as  weekly 
notices  to  mariners,  weekly  hydrographic 
bulletin  and  weekly  and  monthly  pilot  charts, 
also  daily  memorandum  and  aerograms.  The 
amount  of  information  which  is  obtained  is 
surprising,  thus  ocean  observers  send  any 
matter  relative  to  port  facilities,  navigational 
methods  and  instruction,  discoloring  of  water, 
icebergs,  derelicts,  dangerous  wrecks,  calm¬ 
ing  seas  with  oil.  location  of  whales  and  seals, 
strandings,  aberrations  of  sound,  stellar 
navigation,  rocks,  shoals,  soundings,  changes 
in  aid  of  navigation,  ocean  and  tidal  records, 
magnetic  variation  and  deviation. 


TOURS 


TOURS  IN  THE  BRITISH  ISI/ES 


The  following  tours  are  specimens 
of  what  the  great  tourist  companies, 
the  American  Express  Company,  etc., 
can  provide.  These  itineraries  can  be 
altered  to  suit  the  requirements  of 
individual  passengers.  It  should  be 
noted  that  where  optional  routes  are 
given,  the  passengers  must  state  at 
the  time  of  booking  their  ticket  which 
route  is  desired.  Like  all  tours,  the 
rates  are  subject  to  change  without 
notice.  The  variation,  however,  is  not 
usually  very  great. 


WELLS  CATHEDRAL 


LONDON  TO  LIVERPOOL. 

B  1.  Via  Shakespeare  Country  and  Ches¬ 
ter.  London,  Rugby.  Leamington,  Warwick, 
Kenilworth,  Coventry,  Lichfield,  Stafford, 
Chester,  Liverpool.  1st  Class,  £1/9/0  ($7.11); 
2nd  Class,  £1/0/8  ($5.06);  3rd  Class,  £0/16/6 
($4.04). 

B  2.  London,  Windsor,  Oxford,  Leaming¬ 
ton,  Warwick,  Stratford-on-Avon,  Shrews¬ 
bury,  Chester,  Liverpool.  1st  Class,  £1/9/0 
($7.11);  2nd  Class,  £1/0/8  ($5.06);  3rd  Class, 
£0/16/6  ($4.04). 

B  3.  Via  Windsor,  River  Thames  and 
Shakespeare  Country.  London,  Windsor, 
Steamer  to  Henley  and  Oxford,  rail  Leaming¬ 
ton,  Warwick,  coach  to  Kenilworth,  Strat¬ 
ford-on-Avon,  and  back  to  Warwick,  rail 
Chester  and  Liverpool.  1st  Class,  £2/11/3 
($12.56);  2nd  Class  £2/1/6  ($10.17);  3rd 
Class,  £1/17/6  ($9.19). 

B  4.  Via  Wye  Valley  and  Chester.  Lon¬ 
don,  Windsor,  Gloucester,  Chepstow,  Tintern, 
Monmouth,  Ross,  Hereford,  Ludlow,  Shrews¬ 
bury,  Chester,  Liverpool.  1st  Class,  £1/9/0 
($7.11);  2nd  Class,  £1/0/8  ($5.06);  3rd 

Class,  £0/16/6  ($4.04). 

B.  5.  Via  Bath  and  Chester.  London, 
Windsor,  Bath,  Bristol,  Abergavenny,  Here¬ 
ford,  Ludlow,  Shrewsbury,  Chester,  Liverpool, 


1st  Class,  £1/17/0  ($9.07);  2nd  Class,  £1/5/0 
($6.13);  3rd  Class,  £1/0/0  ($4.90). 

B  6.  Via  Cathedrals  and  Dukeries.  Lon¬ 
don,  Peterboro’,  Worksop,  Liverpool.  1st 
Class,  £1/9/0  ($7.11);  3rd  Class,  £0/16/6 
($4.04). 

B  7.  Via  Cathedrals.  London,  Cam¬ 
bridge,  Eli,  Lincoln,  Liverpool.  1st  Class, 
£1/9/0  ($7.11);  3rd  Class,  £0/16/6  ($4.04). 

B  8.  Via  Shakespeare  Country,  Chester, 
and  English  Lakes.  London,  Oxford,  Leam¬ 
ington,  Warwick,  Stratford,  Chester,  Liver¬ 
pool,  Penrith,  Keswick,  coach  Honister  Pass, 
Buttermere,  Newlands  Vale,  Keswick,  coach 
via  Grasmere  and  Ambleside  to  Winder- 
mere,  rail  Liverpool.  1st  Class,  £3/12/0 
)  $17.64);  2nd  Class,  £2/9/8  ($12.17);  3rd 
Class,  £2/3/6  ($10.66). 

B  9.  Via  Cathedrals  and  English  Lakes, 
London,  Peterboro’,  Lincoln,  York,  Penrith, 
and  same  as  B  8.  1st  Class,  £3/11/1  ($17.42) 
3rd  Class,  £2/4/8  ($10.95). 

B-  10.  Via  Southern  Cathedrals,  Cornish 
and  Devon  Coast,  Wales  and  Chester.  Lon¬ 
don,  Winchester,  Salisbury,  Exeter,  Torquay, 
Plymouth,  St.  Austell,  Truro,  Falmouth, 
Penzance,  Newquay,  coach  St.  Columb  and 
Wadebridge,  rail  Camelford,  coach  Tintagel, 
Boscastle,  Bude,  Clovelly,  Bideford,  rail 
Ilfracombe,  coach  Lvnton  and  Minehead,  rail 
Taunton,  Wells,  Bath,  Bristol,  Hereford, 
Shrewsbury,  Barmouth,  Portmadoc,  Carnar¬ 
von,  Llanberis,  coach  to  Beddgelert  (for  Aber 
Glaslyn),  Bettws-y-Coed,  rail  Chester  and 
Liverpool.  1st  Class,  £8/19/7  ($44.00);  2nd 
Class,  £6/10/6  ($31.97);  3rd  Class,  £5/13/1 
($27.71). 

B  11.  Via  North  Devon,  Chester,  Scotland 
and  English  Lakes.  London,  Exeter,  Bide¬ 
ford  (for  Clovelly),  Ilfracombe,  coach  to 
Lynton  and  Minehead,  rail  Bristol,  Shrews¬ 
bury,  Chester,  Edinburgh,  Sterling,  Trossachs, 
Lochs  Katrine  and  Lomond,  Glasgow,  Pen¬ 
rith,  and  same  as  B  8.  1st  Class,  £9/12/6 
($47.16);  3rd  Class,  £5/14/10  ($28.13). 

B  12.  Via  North  Devon,  Wye  Valley  and 
Wales.  London,  Exeter,  Bideford,  Ilfra¬ 
combe,  coach  Lynton  and  Minehead, 
rail  Bristol,  Chepstow,  Tintern,  Monmouth, 
Ross,  Hereford,  Shrewsbury,  Barmouth, 
Portmadoc,  Carnarvon,  Llanberis,  coach  to 
Beddgelert  (for  Aber  Glaslyn)  and  Bettws- 
y-Coed,  rail  to  Llandudno,  Chester,  and  Liver¬ 
pool.  1st  Class,  £6/2/7  ($30.03);  2nd  Class, 
£4/4/8  ($20.74);  3rd  Class,  £3/13/2  ($17.93). 

B  13.  Via  North  Devon,  Shakespeare 
Country  and  Chester.  Same  as  B  12  to 
Bristol,  thence  Oxford,  Leamington,  Warwick, 
Stratford-on-Avon,  Chester  and  Liverpool. 
1st  Class,  £4/17/6  ($23.89);  2nd  Class, 

Continued  on  page  335. 


331 


332 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


333 


College 

Cha  pier  j 

School 

Bouse  i 

East  Walk 

i "  rrrr 


CLOISTER 

6ARTH 


334 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


RCHESTER  CATHEDRAL 


* 

LiCrvool 

I  Cathedral  route. 

|  DichensSeTennj/sonVistricts 
1  Conn  try  from  which  the  early 
yof>H  settlers oftfewlnffla.nd  and 
^ljncoln  Yirc/ifUfl  JffliityTyxtetf . 

PfTfRSORO 

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LONDON/ 

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LIVERPOOL  Sr.STA, 

Colchester 

AN  EASY  TRIP 


A  TWO  DAYS’  TRIP 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


335 


Continued,  from  page  331. 

£3/6/8  (S16.33);  3rd  Class,  £2/15/4  ($13.56). 

B  14.  Via  Cathedrals,  Scotland  and 
English  Lakes.  London,  Peterboro’,  Lincoln, 
York,  Durham,  Melrose  or  Berwick,  Edin¬ 
burgh,  Stirling,  Trossaehs,  Lochs  Katrine  and 
Lomond,  Glasgow,  Penrith,  thence  same  as 
B  8.  1st  Class,  £6/11/4  ($32.18);  3rd  Class. 
£4/1/1  ($19.87). 

B  15.  Via  Oxford,  Shakespeare  Country, 
Cathedrals,  Scotland  and  English  Lakes. 


B  10  to  Bristol,  via  Fishguard,  Rosslare, 
Waterford,  Killarney,  coach  via  Glengariff 
to  Bantry,  rail  to  Cork  and  Queenstown 
1st  Class,  £9/19/2  ($48.80);  3rd  Class,  £6/2/2 
($29.93). 

B  17.  Via  Shakespeare  Country  and  North 
Wales.  London,  Rugby,  Leamington,  War¬ 
wick,  Kenilworth,  Coventry,  Lichfield,  Chester, 
Rhyl,  Bangor,  Holyhead,  Dublin  (Westland 
Row),  Killarney,  coach  via  Glengariff  to 
Bantry,  rail  to  Cork  and  Queenstown.  1st 


CANTERBURY  CATHEDRAL. 


London,  Windsor,  Oxford,  Leamington, 
Warwick,  Stratford-on-Avon,  Lincoln,  York, 
Durham,  Berwick  or  Melrose,  Edinburgh, 
Stirling,  Trossaehs,  Lochs  Katrine  and 
Lomond,  Glasgow,  Penrith,  Keswick,  coach 
via  Grasmere  to  Ambleside,  steamer  to  Lake 
side,  rail  Furness  Abbey,  Chester  and  Liver¬ 
pool.  1st  Class,  £7/6/5  ($35.87);  3rd  Class, 
£4/5/6  ($20.95). 

LONDON  TO  QUEENSTOWN. 

B  16.  Via  Southern  Cathedrals,  Cornish 
and  Devon  Coast  and  Irish  Lakes.  Same  as 


Class,  £4/18/5  ($24.11);  2nd  Class,  a£3/19/2 
($19.40);  3rd  Class,  b£3/1/10  ($15.15). 

a  1st  Class  Bantry  to  Cork  and  Holyhead 
to  Kingstown. 

b  1st  Class  Holyhead  to  Kingstown. 

B  18.  Via  Shakespeare  Country,  English 
Lakes,  Scotland,  Belfast  and  Killarney. 
Same  as  B  17  to  Chester,  thence  rail  Winder- 
mere,  coach  via  Ambleside  and  Grasmere  to 
Keswick,  rail  Edinburgh,  Stirling  and  Callan¬ 
der.  coach  and  boat  via  Trossaehs,  Lochs 
Katrine  and  Lomond  to  Balloch,  rail  Glasgow, 


336 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Ardrossan,  steamer  Belfast,  rail  Dublin,  Kil- 
larney,  coach  via  Glengariff  to  Bantry,  rail 
to  Cork  and  Queenstown.  1st  Class,  b  £8/17/4 
(143.45);  2nd  Class,  c£6/8/6  ($31.48);  3rd 
Class,  £5/2/4  ($25.07). 

B  19.  Via  South  Wales.  London,  Wind¬ 
sor,  Bath,  Bristol  or  Gloucester,  Fishguard, 
Rosslare,  Waterford,  Killarney,  thence  same 
as  B  18.  1st  Class,  £4/9/7  ($21.95);  3rd 
Class,  a £2/6/8  ($11.43). 

B  20.  Via  North  Devon,  Western  Cathe¬ 
drals  and  South  of  Ireland.  London,  Salis¬ 
bury,  Exeter,  Bideford,  (for  Clovelly),  Ilfra¬ 
combe,  coach  via  Lynton  to  Minehead,  rail 
Wells,  Bath,  Bristol,  thence  same  as  B  19, 
1st  Class,  £7/3/0  ($35.04);  3rd  Class,  a£4/3/1 
($20.36). 

B  21.  Via  Cathedrals,  Scotland  and  North 
of  Ireland.  London,  Cambridge,  Ely,  Peter- 
boro’,  Lincoln,  York,  Durham,  Melrose  or 
Berwick  Edinburgh,  thence  same  as  B  18, 
1st  Class,  £8/7/1  ($40.94);  2nd  Class.  c£6/3/l 
($30.16);  3rd  Class,  b£4/16/11  ($23.75). 


as  B  23.  1st  Class,  £4/0/10  ($19.80);  3rd 
Class,  £2/10/6  ($12.37). 

B  25.  London,  Cambridge,  Ely,  Peter- 
boro’,  Lincoln,  York,  Durham,  Berwick  or 
Melrose,  Edinburgh,  thence  same  as  B  23, 
1st  Class,  £4/5/4  ($20.91);  3rd  Class,  £2/12/5 
($12.84). 

B  26.  Via  Cathedrals  and  Edinburgh, 
London,  Cambridge,  Ely,  Lincoln,  York, 
Durham,  Melrose  or  Berwick,  Edinburgh, 
Glasgow.  1st  Class,  £2/18/0  ($14.21);  3rd 
Class,  £1/13/0  ($8.09). 

COMBINED  TOURS. 

LONDON— BACK  TO  LONDON. 

B  27.  Via  Windsor,  River  Thames  and 
University  Cities.  London,  Windsor,  steam¬ 
er  to  Henley,  rail  Oxford,  Cambridge,  London, 
1st  Class,  £1/15/1  ($8.60);  3rd  Class,  £0/19/7 
($4.80). 

B  28.  Via  Shakespeare  Country,  Dublin, 
South  of  Ireland.  London,  Leamington, 
Warv^ick,  Kenilworth,  Coventry,  Lichfield, 


SHAKESPEARE  MEMORIAL  THEATRE 

LONDON  TO  GLASGOW. 

B  22.  Via  Shakespeare  Country  and  Eng¬ 
lish  Lakes.  London,  Rugby,  Leamington, 
Warwick,  Kenilworth,  Coventry,  Lichfield, 
Stafford,  Windermere,  coach  via  Ambleside, 
Grasmere  to  Keswick,  rail  Edinburgh  and 
Glasgow.  1st  Class,  £3/7/7  ($16.56);  3rd 
Class,  £1/19/7  ($9.70). 

B  23.  Via  Shakespeare  Country  and 
Trossachs.  London,  Rugby,  Leamington, 
Warwick,  Kenilworth,  Coventry,  Lichfield, 
Stafford,  Chester,  Carlisle,  Edinburgh,  Stirling, 
Trossachs,  Lochs  Katrine  and  Lomond, 
Glasgow.  1st  Class,  £4/7/6  ($21.44);  3rd 
Class,  £2/11/7  ($12.64). 

B  24.  Via  Cathedrals  and  Trossachs. 
London,  Peterboro’,  Lincoln,  York,  Durham, 
Berwick  or  Melrose,  Edinburgh,  thence  same 

a  1st  boat  Fishguard  to  Rosslare,  5s.  6d. 
extra. 

b  1st  boat  Ardrossan  to  Belfast,  5s.  6d. 
extra. 

c  3rd  in  England  and  Scotland,  1st  Steam¬ 
er,  2nd  Ireland. 


ANN  HATHAWAY’S  COTTAGE 

Chester,  Rhyl,  Bangor,  Holyhead,  Kings¬ 
town,  Dublin,  Killarney,  coach  via  Glen- 
gariff  to  Bantry,  rail  Cork,  Dublin,  steamer 
to  Holyhead,  rail  to  London.  1st  Class, 
£6/13/0  ($32.59);  2nd  Class,  a£5/7/3 

($26.28);  3rd  Class,  a£3/15/6  ($18.50). 

a  1st  class  boat  Holyhead  to  Kingstown. 

B  29.  Via  English  Lakes,  Belfast  and 
North  of  Ireland,  North  Wales.  London, 
Keswick,  coach  via  Grasmere  to  Ambleside, 
steamer  to  Lake  side,  rail  Furness  Abbey  and 
Barrow,  steamer  Belfast,  rail  Larne,  car  to 
Giant’s  Causeway,  rail  Portrush,  Belfast, 
Dublin  (Kingstown),  Holyhead,  Carnarvon, 
Llanberis,  coach  to  Beddgelert  and  Bettws- 
y-Coed,  rail  Llandudno,  Chester  and  London, 
1st  Class,  £8/14/8  ($42.79);  2nd  Class, 

a£6/12/0  ($32.34);  3rd  Class,  a£5/17/1 

($28.69). 

a  3rd  Class  on  Furness  Railway  and  1st 
Class  on  Steamers. 

B  30.  Via  English  Lakes,  Scotland, 
Cathedrals.  London,  Windermere,  coach 
via  Ambleside  and  Grasmere  to  Keswick, 
coach  Honister  Pass,  Buttermere,  Newlands 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


337 


Vale,  Keswick,  rail  Glasgow,  Balloch,  steamer 
and  coach  Lochs  Lomond  and  Katrine, 
Trossachs,  Callander,  rail  to  Stirling,  Edin¬ 
burgh,  Melrose  or  Berwick,  Durham,  York, 
Peterboro’,  London.  1st  Class,  £7/12/3 
($37.30) ;  3rd  Class,  £4/15/3  ($23.34). 

B  31.  Via  Cathedrals  and  Scotland.  Lon¬ 
don,  Peterboro’,  York,  Durham,  Edinburgh, 
Glasgow,  steamer  via  Kyles  of  Bute  and 
Crinan  Canal  to  Oban,  steamer  to  Fort 
William  and  Inverness,  via  Caledonian  Canal, 
rail  to  Aberdeen  and  Ballater,  coach  to  Brae- 
mar  (via  Balmoral)  and  Blairgowrie,  rail 
Edinburgh,  London  (King’s  Cross).  1st 
Class,  £9/9/0  ($46.31);  3rd  Class  £4/19/11 
($24.48). 

B  32.  Via  Cathedrals,  Scotland,  Ireland, 
North  Wales  and  Shakespeare  Country 
London,  Cambridge,  Ely,  Peterboro',  Lincoln, 
York,  Durham,  Melrose  or  Berwick,  Edin¬ 
burgh,  Stirling,  Trossachs,  Lochs  Katrine  and 
Lomond,  Glasgow,  Belfast,  Dublin,  Killarney, 
coach  via  Glengariff  to  Bantry,  rail  Cork, 
Dublin,  (Kingstown),  steamer  Holyhead, 
rail  Carnarvon,  Llanberis,  coach  to  Beddgelert 
and  Bettws-y-Coed,  rail  Chester,  Shrews¬ 
bury,  Stratford-on-Avon,  Warwick,  Leam¬ 
ington,  Oxford,  Windsor,  London.  1st  Class, 
£12/5/11  ($60.25);  2nd  Class,  b£9/0/11 

($44.33);  3rd  Class,  c£7/10/2  ($36.79). 


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AN  INTERESTING  TOUR 


B  Mixed  Class:  3rd  in  England  and  Scot¬ 
land,  1st  Steamer,  2nd  Ireland, 
c  1st  Class  on  Steamers. 

B  33.  Via  English  Lakes,  Scotland,  Ire¬ 
land,  North  Wales  and  Shakespeare  Country. 
London,  Windermere,  coach  via  Amble- 
side  to  Keswick,  coach  Honister  Pass,  But- 
termere,  Newlands  Vale,  Keswick,  rail  Edin¬ 
burgh,  thence  same  as  B  32.  1st  Class, 
£12/14/6  ($62.35);  2nd  Class,  a£9/10/11 
($46.78);  3rd  Class,  b£8/0/2  ($39.24). 

a  Mixed  Class;  3rd  in  England  and  Scot¬ 
land,  1st  Steamer,  2nd  Ireland. 
b  1st  Class  on  Steamers. 

B  34.  Via  Shakespeare  Country,  Wales  and 
Devon.  London,  Leamington,  Chester, 
Bettws-y-Coed,  coach  via  Beddgelert  to  Llan¬ 
beris,  rail  Carnarvon  and  Barmouth,  Shrews¬ 
bury,  Bristol,  Minehead,  coach  to  Lynton  and 
Ilfracombe,  rail  Bideford,  Exeter,  Salisbury, 
Winchester,  London.  1st  Class,  £7/11/5 
(*37.10);  2nd  Class,  £5/1/10  ($24.95);  3rd 
Class,  £4/8/2  ($21.60). 

B  35.  Via  Western  Cathedrals  and  Devon. 
London,  Windsor,  Bath,  Wells,  Minehead, 
coach  to  Lynton  and  Ilfracombe,  rail  Bide¬ 
ford  (for  Clovelly),  Exeter,  Torquay,  Dart¬ 
mouth,  Salisbury,  Winchester,  London, 
1st  Class,  £5/0/8  ($24.66);  2nd  Class,  £3/7/4 
($16.50);  3rd  Class,  £2/15/11  ($13.70). 


B  36.  Via  Shakespeare  Country  and  Cathe¬ 
drals.  London,  Windsor,  Oxford,  Stratford- 
on-Avon,  Warwick,  Leamington,  Rugby, 
Peterboro’,  Ely,  Cambridge,  London.  1st 
Class,  £2/4/7  ($10.92);  3rd  Class  £1/3/6 
($5.76). 

B  37.  Via  English  Lakes.  London, 
W  indermere,  coach  via  Ambleside  and  Gras¬ 
mere  to  Keswick,  rail  to  London.  1st  Class, 
£4/6/0  ($21.03);  2nd  Class  £2/12/0  ($12.74); 
3rd  Class,  £2/7/0  ($11.52). 

B  38.  Via  Cathedral  Cities,  South  Coast 
Resorts,  Isle  of  Wight  and  Shakespeare, 
Country.  London,  Canterbury,  Hastings, 
Brighton,  Portsmouth,  Ventnor,  thence  from 
Southampton,  Salisbury,  Wells,  Bath,  Didcot, 
Oxford,  Leamington,  Warwick,  coach  to 
Kenilworth,  Stratford-on-Avon,  and  return 
to  Warwick,  Peterboro’,  Ely,  Cambridge, 
London.  1st  Class,  £5/7/2  ($26.26);  2nd 
Class,  a£3/10/5  ($17.25);  3rd  Class,  £3/1/2 
($14.98). 

a  3rd  Class  Cambridge  to  London. 

B  39.  Via  South  Coast  Resorts  and  Ca¬ 
thedral  Cities.  London,  Canterbury,  Has¬ 
tings,  Brighton,  Portsmouth  (for  Isle  of 
Wight).  Winchester,  Salisbury,  Oxford. 
Windsor,  London.  1st  Class,  £3/3/10  ($15.- 
64);  2nd  Class,  £2/0/11  ($10.03);  3rd  Class, 
£1/12/4  ($7.02.) 

Extension  to  Tours  Embracing  Scotland. 
Including  Oban,  Crinan  Canal,  and  Kyles  of 
Bute.  Extra.  1st  Class,  £0/1/81  ($4.43); 
3rd  Class,  £0/10/6  ($2.57). 

Including  Oban,  Caledonian  Canal,  Inver¬ 
ness  and  Perth.  Extra.  1st  Class,  £2/4/7 
($10.92);  3rd  Class,  £1/4/6  ($6.00). 

(Applicable  to  Tours,  Nos.  Gil,  14,  15,  18, 
21,  23,  24,  25,  30,  32,  33). 

SHORT  DAY  TRIPS  FROM  LONDON  • 

Richmond.  London  and  South  Western 
Railway  (QM  miles);  North  London  Railway, 
also  LTnderground.  Fare  round  trip  Is.  3d. 
The  Terrace  Gardens,  from  which  is  gained 
one  of  the  prettiest  views  of  rural  and  river 
scenery  in  the  world;  Richmond  Park  with 
deer;  Richmond  Hill  and  White  Lodge,  resi¬ 
dence  before  her  marriage  of  the  Princess  of 
Wales,  figures  in  Scott’s  Heart  of  Midlothian; 
Kingston  and  Hampton  Court  Palace  near 
by;  at  Kingston  in  the  Market  Place  enclosed 
in  railings  is  the  Coronation  stone  wheren 
Saxon  kings  were  crowned. 

Windsor  Castle.  Great  Western  (21 H 
miles),  or  London  &  South  Western  Railway 
(25 H  miles);  fare  third  class  3s.  Od.  round 
trip.  Residence  of  English  sovereign.  State 
Apartments  open  Tuesdays,  Wednesdays, 
Thursdays,  and  Saturdays  11  a.  m.  to  5  p.  m. 
April  to  September  inclusive,  when  the  Court 
is  not  in  residence,  and  to  ascertain  which, 
consult  newspapers.  Admission  Tuesdays, 
Thursdays  and  Saturdays  Is.,  children  6d., 
proceeds  devoted  to  charities;  Wednesdays 
and  Bank  Holidays  free.  Albert  Memorial 
chapel  and  Round  Tower  open  same  days  and 
times;  Curfew  Tower  can  be  seen  any  day 
on  application  to  the  Keeper;  St.  George’s 
Chapel  open  every  day  except  Friday  from 
12.30  to  4  p.  m. ;  North  Terrace  open  every 
day  free;  East  Terrace  Sundays  only  when 
Court  is  away,  from  2  to  4  p.  m.;  Royal  Stables 
and  Riding  School  may  be  viewed  daily  from 
1  to  2.30  p.  m.,  and  between  1  and  3  p.  m. 
when  court  is  absent.  Visitors  must  sign 


338 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


book  and  are  accompanied  round  by  a  groom; 
Round  Tower  should  be  ascended  to  view  the 
panorama  of  the  Thames  valley;  Priceless 
artistic  treasures  in  State  Apartments; 
Waterloo  Chamber  used  for  banquets  and 
theatrical  performances,  hung  exclusively 
with  portraits  of  persons  associated  with 
Napoleon’s  military  downfall.  Home  Park 
adjoins  Castle  Windsor;  Great  Park  of  18,000 
acres  and  Long  Walk;  At  Southern  End  of 
Great  Park  is  Virginia  Water  with  ruins 
brought  from  Tripoli  and  re-erected  on  edge 
of  Lake.  Eton  College  immediately  oppo¬ 
site  Windsor  on  opposite  side  of  river,  Britain’s 
greatest  School. 

TOURS  FROM  GLASGOW  TO  WESTERN 
HIGHLANDS. 

1.  Occupying  one  day. — By  R.  M.  S. 
“Columba.”  From  Glasgow,  via  Kyles  of 
Bute  to  Tarbert  or  Ardrishaig  and  back 


th waite  Lake,  3s.  6d.  ($0.86);  Buttermere 
and  Crummoch  Lakes,  6s.  ($1.47). 

THE  ENGLISH  LAKES. 

The  English  Lake  District  (Wordsworth’s 
Country)  may  be  roughly  described  as 
bounded  by  the  Irish  Sea  and  Morecambe 
Bay  on  the  west  and  south,  the  London  and 
North  Western  Railway  from  Lancaster  to 
Carlisle  on  the  east,  and  a  line  drawn  from 
Penrith  to  Workington  on  the  north.  From 
Shap  summit  on  the  eastern  side  to  St.  Bees 
Head  on  the  western  boundary  lies  a  contin¬ 
uous  zigzagging  ridge  of  watershed  on  which 
the  summits  soar  to  over  3,000  feet;  the 
mountainous  passes  to  be  found  in  the  ridges 
referred  to  being  nowhere  lower  than  about 
1,000  feet.  From  the  main  ridge  there  are 
transverse  ridges  striking  north  and  south  and 
these  with  their  intervening  valleys  and  lakes 
make  up  a  configuration  of  surface  famed  for 


LICHFIELD  CATHEDRAL 

Fares:  Cabin,  6s.  ($1.47);  Fore-cabin,  3s. 

6d.  ($0.86);  pr,  including  breakfast,  dinner 
and  tea:  Cabin,  10s.  6d.  ($2.58);  Fore-cabin, 
7s.  ($1.72). 

2.  Occupying  two  days.  Glasgow  to  Oban 
via  Kyles  of  Bute  and  Lochawe,  returning 
via  Cnnan  Canal,  &c.  Fares:  Cabin  and  1st 
Class,  22s.  6d.  ($5.52);  Cabin  and  3rd  Class, 
21s.  ($5.15);  Steerage  and  3rd  Class,  17s.  6d. 
($4.29). 

3.  Occupying  three  days.  Same  as  No. 
2  above,  but  including  one  day  excursion 
from  Oban  to  Staffa  (Fingal’s  Cave),  Iona 
(Cathedral,  &c.).  Fares  :  same  as  No.  2, 
with  15s.  ($3.68)  additional  for  Staffa  and 
Iona  excursion. 

4.  Occupying  five  days.  Glasgow,  via 
Kyles  of  Bute,  Crinan  Cana.1,  Oban,  Mull  and 
Skye  to  Gairloch,  coach  via  Loch  Maree  to 
Achnasheen  and  rail  to  Inverness,  and  steamer 
by  Caledonian  Canal,  Ballachulish,  and  Oban 
to  Glasgow.  Fares:  Cabin  and  1st  Class, 
70s.  9d.  ($17.34);  Cabin  and  3rd  Class,  68s. 
3d.  ($16.73);  Steerage  and  3rd  Class,  49s. 
9d.  ($12.19). 

Extension  to  Tours  Embracing  English 
Lakes.  Coaching  Tours  from  Keswich: 
Derwentwater  Lake,  2s.  6d.  ($0.61);  Bassen- 


KENILWORTH  CASTLE 

its  infinite  wealth  of  form  and  detail;  herein 
is  cradled  the  English  “Lucerne.” 

The  highest  summits  in  the  district  are 
Scafell  Pike  (3,210  feet),  Scafell  (3,166  feet), 
Helvellyn  (3,118  feet)  and  Skiddaw  (3,450 
feet). 

The  Lakes  or  Meres  number  sixteen;  the 
largest  of  them  being  Windermere,  Thirlmere, 
Ullswater,  Coniston,  and  Derwentwater. 
Besides  the  principal  lakes  there  are  innumer¬ 
able  mountain  tarns.  A  feature  of  the 
district  is  the  great  number  of  mountain 
passes  all  easily  accessible  to  the  pedestrian. 
Cragsmen  who  must  see  the  top  will  also  find 
many  peaks  to  interest  them;  but  before 
attempting  to  scale  the  sides  of  the  mountains 
here  they  will  do  well  to  consult  a  little  book, 
“Rock  Climbing  in  the  English  Lake 
District”  by  O.  Glynne  Jones,  or  some  other 
reliable  treatise  on  the  subject.  Professor 
Wilson  writes  of  one  of  the  lakes  (Wastwater) : 

“There  is  a  lake  hid  far  among  the  hills 
That  raves  around  the  throne  of  solitude; 
Not  fed  by  gentle  streams  or  playful  rills, 
But  headlong  cataract  or  rushing  flood." 
Although  the  English  Lake  District  is  famed 
as  being  one  of  the  earth’s  beauty  spots,  it  has 
also  another  notable  feature — the  great  an- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


339 


tiquity  of  its  abbeys,  ecclesiastical  ruins  and 
churches. 

Furness  Abbey  (Furness  Abbey  Station), 
which  dates  from  the  twelfth  century,  is  a 
monastic  ruin  of  great  interest,  still  possess¬ 
ing  architectural  styles  from  the  transitional 
Norman  to  the  Perpendicular  of  the  sixteenth 
century  protraying  each  successive  period. 
The  line  of  Norman  arches  on  the  east  side  of 
the  cloister  is  said  to  be  the  finest  specimen 
of  the  kind  in  the  kingdom,  while  the  next 
period,  Early  English,  has  few  examples  as 


cians  and  the  abbey  became  great  and  power¬ 
ful,  exercising  regal  sway  over  the  surrounding 
country,  but  subsequently  it  underwent  the 
usual  fate  of  such  houses  at  the  Dissolution. 
Nature,  however,  ever  kind,  has  smoothed 
over  all  the  old  wounds  of  demolition,  and, 
contemplated  alone  from  an  artistic  stand¬ 
point,  this  ancient  ruin,  tinted  with  age,  in  its 
green  wooded  setting,  now  forms  a  striking  and 
impressive  bit  of  scenic  composition. 

The  antiquarian  may  find  much  of  interest 
at  all  the  towns  and  villages  of  the  district. 


CONISTON— ENGLISH  LAKE  DISTRICT 


beautiful  as  the  centre  in  the  Chapter  House. 
In  the  Abbot’s  Chapel  are  two  effigies  of 
Norman  Knights  (12th  century),  said  to  be 
the  only  ones  in  England.  Regarded  his¬ 
torically,  it  may  be  briefly  stated  that  Furness 
Abbey  was  founded  originally  by  a  number  of 
monks  from  Savigny,  in  1124.  Their  first 
location  was  Tulket,  near  Preston.  In  1127, 
Stephen,  Count  of  Bologne  and  Mortain,  and 
later  King  of  England,  bestowed  upon  these 
monks  a  iarge  part  of  his  possessions  in  Fur¬ 
ness  for  the  purpose  of  founding  an  abbey. 
The  monks  moved  from  Tdlket  to  the  Furness 
site  and  built  Furness  Abbey.  Eventually 
their  order  was  incorporated  with  the  Cister- 


At  Grasmere  a  church  was  founded  before 
the  Conquest,  and  the  town  now  possesses  a 
fine  old  church  dedicated  to  St.  Oswald,  King 
of  Northumbria  (634-642);  the  lower  part  of 
this  church-tower  being  very  ancient;  the 
west  gable  has  a  thirteenth  century  window. 
The  ancient  custom  of  rush-bearing  still  sur¬ 
vives  in  Grasmere  on  the  eve  of  St.  Oswald’s 
Day.  At  Kendal,  the  capital  town  of  West¬ 
moreland, is  a  ruined  castle  which  was  a  strong¬ 
hold  from  time  immemorial;  in  the  sixteenth 
century  it  belonged  to  the  Parrs  as  Lords  of 
Kendal  and  it  is  famous  as  the  birthplace  of 
Catherine  Parr,  the  last  consort  of  Henry 
VIII.  Five  miles  from  Kendal  is  Levens 


340 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hall,  containing  a  tower  dating  from  the 
tweltth  century.  The  gardens  around  this 
famous  mansion  are  topiaric  in  arrangement 
and  were  laid  out  in  the  time  of  King  James 
II;  they  are  still  maintained  as  the  best 
specimen  of  the  style  in  England.  The  walks 
and  arbors  are  shaded  by  yews,  hollies,  and 
other  evergreens,  cut  into  a  variety  of  gro¬ 
tesque  shapes  and  forms.  These  interesting 
gardens  are  occasionally  open  to  the  public 
on  certain  days  at  the  convenience  of  the 


Hawkshead. — A  quaint  and  very  irregu¬ 
larly  outlined  town,  contains  Grammar  School 
at  which  Wordsworth  was  educated;  the 
school  was  founded  in  1585  by  Archb.  Sandys. 

Coniston. — Situated  at  foot  of  Old  Man 
Mountain.  John  Ruskin  (1819-1900)  buried 
here.  Near  at  hand  is  Tent  House,  where 
Tennyson  once  lived. 

Amblesidb. — One  of  the  most  beautiful 
points  in  the  district.  Coach  communication 
with  Waterhead,  Grasmere,  Windermere, 


owner.  In  this  district  is  a  famous  glen — 
the  locality  of  Mrs.  Humphry  Ward’s 
“Helbeck  of  Bannisdale.”  Many  volumes 
have  been  written  on  its  folklore  and  charms, 
but  space  only  permits  us  here  to  mention  a 
few  of  the  interesting  points  regarding  this 
region.  We  give  below  a  short  compendium 
of  places,  all  intensely  attractive  to  the  visitor. 

Windermere. — 300  feet  above  the  lake. 
Adjoining  Windermere  is  Bowness,  starting 
point  for  steamers  plying  on  Lake  Winder- 
mere  at  frequent  intervals  during  the  day  and 
calling  at  numerous  points.  Entire  tour  of 
the  lake  (2  hrs.  3/-;  75c.).  Boats  and 
launches  may  be  hired. 


Coniston,  Keswick,  Patterdale,  etc.  Stock 
Gill  Force  is  near  by;  this  is  a  romantic  water¬ 
fall,  70  ft.  high,  with  very  picturesque  sur¬ 
roundings.  Excellent  views  of  lake  and 
mountain  scenery.  Ambleside  is  on  the 
Windermere-Keswick  coach  route. 

Grasmere. — On  Keswick  —  W  indermere 
coach  route.  St.  Oswald’s  Church.  Dove 
Cottage,  home  of  Wordsworth ;  also  the  grave 
of  the  poet  located  here. 

Keswick. — (For  Derwentwater  Lake,  But- 
termore,  etc.)  Located  here  is  Greta  Hall, 
home  of  Southey.  Shelley  also  lived  at 
Keswick  for  a  time.  Lead  Pencil  factories 
(to  which  visitors  are  admitted).  Museum 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


341 


(containing  model  of  Lake  District).  Many 
interesting  side  trips  can  be  planned  to  start 
from  here, — Buttermere  Lake,  Cockermouth 
(birthplace  of  Wordsworth,  Thirlmere, 
Druid  Circle,  Vale  of  St.  John,  etc. 

Penrith. — (Northern  gateway  to  Lake 
District,  junction  for  Keswick.)  Old  Castle; 
at  Salkeld  (3  miles)  is  a  Druid  Circle  known  as 
"Long  Meg  and  her  daughters.” 

Oxenholme  (junction  for  Kendal  and  Win¬ 
dermere  passengers). 

Carnforth  (junction  for  Furness  Railway 
passengers  to  Lake  District) 

ROUTES  THROUGH  LAKE  DISTRICT. 

1.  Lv.  L.  &  N.  W.  main  line  at  Oxenholme, 
proceed  Windermere,  coach  to  Keswick  via 
Ambleside  and  Grasmere,  thence  rail  to 
Penrith.  Or  vice  versa.  Cost — 


is  in  the  Direct  territory  of  the  London  & 
North  Western  Railway.  This  company 
sends  attractive  literature  from  their  New 
York  Office,  287  Fifth  Avenue,  New  York. 

SIDE  TRIPS  THROUGH 
HOLLAND 

The  Queenboro-Flusliing  route  is 
a  very  convenient  route  for  reach¬ 
ing  Holland,  or,  in  fact,  any  part  of 
the  Continent.  The  ride  from  Lon¬ 
don  to  Queenboro  is  (JO  miles.  The 
trip  through  the  mouth  of  the  Thames 
is  most  interesting.  The  time  of  cross¬ 
ing  from  Queensboro  to  Flushing,  port 
to  port,  takes  from  6  to  7  hours,  but 
not  over  2%  hours  at  most  is  occu- 


THE  AMSTEL  AT  AMSTERDAM 


1st  Class  $2.98  (12/2) 

2nd  Class  2.25  (  9/2) 

3rd  Class  2.18  (  8/11) 

2.  Oxenholme,  rail  to  Windermere;  coach 
Ambleside,  coach  Patterdale,  steamer  Pooley 
Bridge,  coach  Penrith.  Or  vice  versa. 
Cost — 

1st  Class  $2.50  (10/2) 

2nd  Class  2.28  (  9/3) 

3.  Lv.  L.  &  N.  W.  Ry  at  Carnforth,  rail 
to  Furness  Abbey,  rail  to  Lake  Side  (Winder- 
mere),  steamer  to  Ambleside,  coach  to  Kes¬ 
wick  via  Grasmere,  rail  to  Penrith.  Or 
vice  versa.  Cost — 

1st  Class  $4.15  (16/11) 

3rd  Class  2.09  (10/5  ) 

The  foregoing  rates  include  1st  class  on  all 
steamers  and  coaches.  The  Lake  District 


pied  by  crossing  the  open  Channel. 
The  greater  part  of  the  passage  is  in 
calm  water  under  the  shelter  of  land. 
The  Flushing  route  permits  of  a  stop 
at  Middelbourg,  famous  for  its  histori¬ 
cal  buildings  and  the  quaint  and  char¬ 
acteristic  dresses  of  the  peasantry. 

Rotterdam  is,  after  Amsterdam,  the 
largest  city  in  the  Netherlands,  and 
is  a  place  of  great  commercial  impor¬ 
tance,  as  the  canals  accommodate  large 
vessels.  Rotterdam  is  also  reached  by 
the  steamers  of  the  Holland-America 
Line,  which  disembark  their  passen¬ 
gers  at  the  Hook  of  Holland,  the  trip 


342 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


to  Rotterdam  itself  being  made  by 
rail.  From  Rotterdam  a  train  should 
be  taken  to  Uelft.  The  Hague  is  then 
reached,  and  an  excursion  should  be 
made  to  Scheveningen.  After  the  re¬ 
turn  to  The  Hague,  the  journey 
should  be  made  to  Leiden,  which, 
while  not  on  the  line  of  the  Nether¬ 
lands  State  Railways,  is  readily  ac¬ 
cessible.  From  Leiden  a  trip  should 
be  made  to  Haarlem,  from  which  city 
Amsterdam  is  readily  reached.  Am¬ 
sterdam  is  the  center  for  a  number  of 
interesting  excursions,  such  as  Zaan- 
dam  and  the  Island  of  Marken.  Other 
excursions  may  be  made  to  Alkmaar. 
A  week  can  be  very  pleasantly  spent 
in  Holland,  but  those  who  cannot 
spend  so  much  time  will  find  that  the 
excursion  can  be  made  in  three  days, 
as  per  the  annexed  schedules,  which 
have  been  prepared  by  the  Netherlands 


TOWN  HALL 
Veere,  near  Middelbourg 

State  Railways.  They  give  three  and 
five-day  excursions,  but  these  trips 
may  be  extended  to  a  week  or  ten 
days  if  desired.  It  should  be  noted 
that  this  schedule  does  not  call  for  a 
stop  at  Leiden  or  Haarlem,  both  of 
which  are  particularly  recommended ; 


but  tickets  are  issued  covering  this 
route  at  about  the  same  fares. 


SIDE  TRIPS  THROUGH  HOLLAND. 
FROM  LONDON. 

(  Victoria,  Holrorn  or  St.  Paul  Sta¬ 
tions.) 

Twice  daily,  also  Sundays. 

3  Days. 

Leave  London  ;  leave  Queenboro  Pier  ; 
arrive  Flushing  ;  leave  Flusning  ;  arrive 
Middelbourg  Stop  half  day. 

Hotels. — Hotel  Abdy,  Grand  Hotel, 
Hotel  Nieuwe  Doelen.  Rates,  $2.25- 
$3.25. 

Leave  Middelbourg  ;  arrive  Dordrecht. 
Stop  four  hours. 

Leave  Dordrecht ;  arrive  The  Hague. 
Stop  one  day. 


Hotels. — Hotel  d'Angleterre,  Hotel  de 
l’Europe,  Hotel  Central,  Hotel  Zalrn, 
Hotel  de  Bellevue.  Rates,  $2.00-$4.00. 

Leave  The  Hague  (via  Gouda)  ;  ar¬ 
rive  Amsterdam.  Stop  one  day. 

Hotels. — Amstel  Hotel,  Victoria  Ho¬ 
tel,  Bible  Hotel,  American  Hotel.  Hotel 
Krasnapolsky.  Rates,  $2.00-$4.00. 

Leave  Amsterdam  ;  arrive  Flushing  ; 
arrive  London. 


COST 

TICKET 

from  London 

2d  Class 

through  Holland 

1st 

Rail  and 

2d 

to 

Class 

1st  Class 
Steamer 

Class 

London . 

$15.12 

$13.41 

$10.23 

Brussels . 

13.52 

11.11 

9.15 

Paris . 

18.89 

14.95 

12.99 

Cologne . 

14.21 

11.61 

9 . 65 

Hamburg . 

18 . 25 

14.42 

12  46 

Berlin . 

21 . 15 

16.32 

14.36 

FROM  LONDON. 

(Victoria,  Holborn  or  St.  Paul  Sta-  . 
tions.) 

Ticice  Daily,  also  Sundays. 

5  Days. 

Leave  London  ;  leave  Queenboro  Pier  ; 
arrive  Flushing ;  arrive  Middelbourg. 
Stop  half  day. 

Hotels. — Hotel  Abdy,  Grand  Hotel, 
Hotel  Nieuwe  Doelen.  Rates,  $2.25- 
$3.25. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


343 


Leave  Middelbourg;  arrive  Dordrecht. 
Stop  three  hours. 

Leave  Dordrecht  ;  arrive  Rotterdam 
(Beurs  Station).  Stop  night. 

Hotels. — Hotel  Coomans,  Hotel  Ley- 
graaff.  Average  rate,  $1.00  room  and 
breakfast. 

Leave  Rotterdam  (D.  P.  Station)  ;  ar¬ 
rive  Delft.  Stop  five  hours. 

Leave  Delft ;  arrive  The  Hague.  Stop 
one  day. 

Hotels. — Hotel  d’Angleterre,  Hotel  de 
l’Europe,  Hotel  Central,  Hotel  Zalm, 
Hotel  de  Bellevue.  Rates,  $2.00-$4.00. 


London  toFans 
via.lfonand&Tle/s/uini . 
GreatLasternRi/.  Co's. 

J'ariine  Steamers.  haarlem 
Vj.ri'iric/i-HooRj/'Jfodand 
route  Hague 


AMSTERDAM 


HARWICH ' 


LONDON 

u  een pool  srswioM 


Rotterdam 


10/  MILES  jp  OELFT 
c 

< 'ANTWERP 


'’BRUSSELS 


(PARIS 


COST 

TICKET 

from  London 

2d  Class 

through  Holland 

1st 

Rail  and 

2d 

to 

Class 

1st  Class 
Steamer 

Class 

London . 

$15.70 

$13.93 

$10.75 

Brussels . 

14.09 

11.64 

9.68 

Paris . 

19.47 

15.48 

13.52 

Cologne . 

14.79 

12.14 

10.18 

Hamburg . 

18.82 

14.95 

12.99 

Berlin . 

21.73 

16.84 

14.88 

FIFTY  INDEPENDENT  TOURS 
THROUGH  EUROPE. 

The  following  list  of  fifty  inde¬ 
pendent  tours  through  Europe  was 
gotten  up  by  one  of  the  large  Ger¬ 
man  (the  Hamburg-American)  steam¬ 
ship  companies,  and  a  start  is  made 
from  their  arrival  ports.  This  list  is 
very  good,  but  it  should  be  noted  that 
the  rates  are  subject  to  change  with¬ 
out  notice,  as  are  all  rates.  Consult 
the  tourist  agencies,  steamship  com¬ 
panies  or  the  American  Express  Com¬ 
pany  before  ordering  tickets  for  tours. 
They  can  often  supply  circular  tour 
tickets  at  a  great  saving. 


AN  EASY  ROUTE  TO  HOLLAND 


Leave  The  Hague  (via  Gouda)  ;  ar¬ 
rive  Gouda.  Stop  one  hour. 

Leave  Gouda  ;  arrive  Utrecht.  Stop 
half  day. 

Hotels. — Hotel  des  Pays-Bas,  Hotel 
Ka«teel  van  Antwerpen.  Average  rate, 
$1.00. 

Leave  Utrecht ;  arrive  Amsterdam. 
Stop  one  and  one-half  days. 

Hotels. — Amstel  Hotel,  Victoria  Ho¬ 
tel.  Bible  Hotel.  American  Hotel,  Hotel 
Krasnapolsky.  Rates,  $2.00-$4.00. 

Leave  Amsterdam ;  arrive  Flushing : 
arrive  London. 


A  GROUP  OF  MARKEN  MEN 


Tour  No.  1. 

Cherbourg  —  Paris  —  Lyons  —  Mar¬ 
seilles  — Cannes  —  Nice  —  Monte  Carlo 
— San  Remo — Genoa — Pisa — Florence — 
Venice— Milan — Como — (Italian  Lakes) 
— Bellagio — Menaggio  —  Lugano — Lui- 
no  —  Locarno  —  St.  Gotthard — Lucerne 

—  Bale  —  Paris  — -  Cherbourg. 

Fare  :  1st  class,  $70.15  ;  2d  class  rail, 
1st  class  steamer,  $55.90. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  he  made  in  either 
direction. 

Tour  No.  2. 

Cherbourg  —  Paris  —  Geneve  —  Lau¬ 
sanne — Martigny  —  Brigue  —  Domodos- 
sola — Stresa — Italian  Lakes — Laveno — - 
Luino — Lugano  - —  Menaggio  —  Bellagio 

—  Como — Milano  —  Venice  —  Pontebba 
— Tarvis— Villach  —  Glandorf — Amstet- 
ten — Vienna  —  Linz  —  Salzburg — -Mu¬ 
nich — Dresden — Berlin — Frankfort  o  /M. 
— Mayence,  rail  or  steamer  to  Cologne 

—  Amsterdam — The  Hague — Hoek  v. 

Holland — London. 

Fare  :  1st  class,  $99.90  :  2d  class  rail, 
1st  class  steamer,  $70.65. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  he  made  in  either 
direction. 

Tour  No.  3. 

Cherbourg  —  Paris  — -  Bale — Berne — 
Thun — Scherzligen  —  Interlaken  —  Lu¬ 
cerne — Zurich — Arth  Goldau  —  Bellin- 
zona — Lugano — Chiasso  —  Milan  —  Ve¬ 
rona —  Venice  —  Udine  —  Pontebba  — 


344 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Glandorf  —  Amstetten  —  Vienna — Dres¬ 
den — Berlin — Hamburg. 

Fare :  1st  class,  $68.85 ;  2d  class, 
$47.65. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  4. 

Cherbourg  —  Paris  —  Geneve  —  Lau¬ 
sanne — Montreux  —  Martigny  —  Brigue 
— Domodossola — Stresa — Italian  Lakes 

-Laveno — Luino — Lugano  —  Menaggio 
— Como — Milan  —  Verona — Venice — 
Florence — Rome — Naples. 

Fare  :  1st  class,  $50.65  ;  2d  class  rail, 
1st  class  steamer,  $37.40. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  5. 

Cherbourg  —  Paris  - —  Lyons  —  Mar¬ 
seilles — Cannes — Nice — Monte  Carlo — 
San  Remo — Genoa — Pisa — Rome — Na¬ 
ples  —  Rome  —  Florence — Venice — Mes- 
tre — Portogruaro  —  Cervignano  —  Mpn- 
falcone  —  Nabresina — Triest — Vienna — 
Linz — Salzburg — Munich  —  Stuttgart — 
Strassburg — Paris  - —  Calais  —  Dover  — 
London. 

Fare ;  1st  class,  $118.70 :  2d  class 
rail,  1st  class  steamer,  $84.40. 

Ticket  good  for  120  days. 

NOTE: — Tour  can  be  made  in  cither 
direction. 

Tour  No.  6. 

Cherbourg  —  Paris  —  Strassburg  — - 
Stuttgart — Nuremberg  —  Eger — Karls¬ 
bad — Teplitz  —  Bodenbaeh — Dresden  — 
Berlin — Frankfort  o /M. — Mayence  or 
Wiesbaden — Riidesheim,  rail  or  steamer 
to  Cologne— Amsterdam — The  Hague  — 
Rotterdam — Antwerp  - —  Brussels  —  Os¬ 
tende — Dover — London. 

Fare  :  1st  class.  $68.75  :  2d  class  rail, 
1st  class  steamer,  $47.00. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  7. 

Cherbourg  — -  Paris  —  Strassburg  - — - 
Stuttgart — Ulm  —  Munich — Salzburg — 
Linz — Vienna — Tetschen  —  Dresden  — 
Berlin — Frankfort  o  /M.— Mayence  or 
Wiesbaden — Rudesheim,  rail  or  steamer 
to  Cologne — Amsterdam — The  Hague — - 
Rotterdam — Antwerp  —  Brussels  —  Os¬ 
tende — Dover — London. 

Fare:  1st  class,  $82.10;  2d  class  rail, 
1st  class  steamer,  $56.10. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  .  8. 

Cherbourg  —  Paris  —  Metz  —  Saar- 
briicken  —  Frankfort  o  /M.  —  Berlin — 
Dresden — Hof — Munich  —  Innsbruck — - 
Bozen — Trient  —  Verona — Venice— Mi¬ 


lan — Genoa — San  Remo — Ventimiglia — 
Monte  Carlo — Nice — Cannes — Marseilles 
— Lyons — Paris — Calais — London. 

Fare :  1st  class,  $100.20 ;  2d  class, 
$70.85. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  9. 

Cherbourg  —  Taris  —  Lyons  - —  Mar¬ 
seilles — Cannes — Nice — Monte  Carlo — - 
San  Remo  —  Genoa — Pisa — Rome — Na¬ 
ples — Rome — Florence  —  Venice  —  Ve¬ 
rona — Milan — Genoa. 

Fare :  1st  class,  $69.75  ;  2d  class, 
$49.80. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  10. 

Cherbourg  —  Paris  —  Lyons  —  Mar¬ 
seilles — Cannes  —  Nice — Genoa- — with 
North  German  Lloyd  steamer  to  Na¬ 
ples  —  Rome  —  Florence  —  Venice — 
Verona — Milan — Genoa. 

Fare :  1st  class,  $70.90 ;  2d  class 
rail,  1st  class  steamer,  $55.50. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  11. 

Cherbourg — Paris  —  Lyons  —  Mar¬ 
seilles — Cannes — Nice — Monte  Carlo — 
San  Remo — Genoa — Milan — Verona  — 
Bozen — Brenner  —  Innsbruck — Munich 
- — Nuremberg  or  direct  Leipsic — Berlin 
— Hamburg. 

Fare:  1st  class,  $65.60;  2d  class, 
$46.00. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  12. 

Cherbourg  —  Paris  - —  Lyons  —  Mar¬ 
seilles — Cannes — Nice — Monte  Carlo — 
Mentone — and  back  to  Nice — Cannes — 
Marseilles — Lyons  —  Belfort  —  Strass¬ 
burg — Frankfurt  o  /M. — Berlin — Ham¬ 
burg. 

Fare:. ,1st  class,  $66.90;  2d  class, 
$46.70. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  13. 

Cherbourg  —  Paris  —  Bordeaux  — 
Biarritz  —  I  rub  —  (separate  a  trip 
through  Spain) — thence  commencing 
Portbou — Cette  —  Marseilles  —  Cannes 
• — Nice — Vintimilie — San  Remo — Genoa 
— Milan  —  Verona  —  Venice — Verona — 
Desenzano —  ( Lake  Garda)  — Riva — Mori 
—Trient — Rozen — Innsbruck  —  Munich 
— Nuremberg  or  direct  Leipsic — Berlin 
— Frankfort  o  /M. — Mayence  or  Wiesba¬ 
den — Rudesheim — rail  or  steamer  to  Co¬ 
logne — Amsterdam — The  Hague — Rot- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


345 


terdam — Antwerp  —  Brussels — Ostende 
— Dover — London. 

Fare:  1st  class,  1)1101.50:  2d  class 
rail,  1st  class  steamer,  $72.00. 

Ticket  good  for  120  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  14. 

Genoa  —  Pisa  —  Naples  —  Rome — 
Florence  —  Venice — Milan  — -  Como  — 
Italian  Lakes — Menaggio — (Lake  steam¬ 
er)  — •  Lugano  —  Luino  —  Pallanza  — 
Stresa  —  Luino  —  Locarno  - —  Bale  — 
Strassburg  or  Heidelberg — Mayence  — 


Fare  :  1st  class,  $51.85  ;  2d  class  rail, 
1st  class  steamer,  $38.35. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  1G. 

Genoa — San  Remo — Nice — Monte  Car¬ 
lo — Genoa — Milan  —  Verona — Venice — 
Florence — Pisa  —  Rome  —  Naples  —  by 
boat  Navigazione  Genefale  Italiana  to 
Palermo — by  rail  to  Girgenti — Catania 
—  Syracuse  —  Taormina  —  Messina  — 
Reggio — Naples. 


THE  MER  DE  GLACE 
From  the  Montanvert 


rail  or  Rhine  steamer  to  Cologne — Paris 
— Cherbourg. 

Fare  :  1st  class  $73.80  ;  2d  class  rail, 
1st  class  steamer,  $52.70. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  15. 

Genoa — Monte  Carlo — Nice — with  Ri¬ 
viera  steamer  to  Genoa — Milan — Luga¬ 
no — St.  Gotthard — Lucerne  —  Bale — 
Strassburg  or  Heidelberg — Frankfort 
o/M. — Mayence — by  rail  or  steamer  to 
Cologne — Paris — Calais  —  Dover — Lon¬ 
don. 


Fare :  1st  class,  $63.20 :  2d  class 
rail,  1st  class  steamer,  $46.45. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  17. 

Genoa  —  Milan  —  Verona  — -  Venice 
— Verona — Desenzano — via  Lake  Gar¬ 
da  to  Riva — Mori — Bozen — Innsbruck — 
Landeck — Sargans  —  Zurich  - — -  Lucerne 
- — St.  Gotthard  — Lugano — (Italian 
Lakes) — Menaggio  —  Bellagio — Como — 
Milan — Genoa. 

Fare :  1st  class,  $36.55  ;  2d  class  rail, 
1st  class  steamer,  $26.65. 

Ticket  good  for  60  days. 


346 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


NOTE: — -Tour  can  be  made  in  either 
direction. 

Tour  No.  18. 

Hamburg  - —  Berlin  —  Dresden  — 
Munich  —  Lindau —  (Lake  Constance) 
Zurich — Lucerne  —  Alpnacht  —  Inter¬ 
laken — Spiez — Zweisimmen  —  Montreux 
— Vevey  —  Lausanne  —  Bale  — -  Strass- 
burg  or  Heidelberg — Frankfort  o  /M. — 
Mayence  or  Wiesbaden — Rudesheim — 
rail  or  steamer  Mayence  or  Rudesheim 
to  Cologne — Amsterdam — Leiden — The 
Hague  —  Antwerp  —  Brussels  —  Paris 
— Calais — Dover — London. 

Fare:  1st  class,  $74.90;  2d  class  rail, 
1st  class  steamer,  $53.40. 


Tour  No.  20. 

Hamburg  —  Berlin  —  Breslau  - — 
Oderberg  —  Budapest  —  Zimony— Bel- 
grad  —  Constantinople  —  by  Austrian 
Lloyd  to  Brindisi — Foggia — Naples — 
Rome — Firenze — Venice  —  Verona — Mi¬ 
lan —  Genoa — San  Remo — -Ventimiglia 
—Monte  Carlo  — -  Nice — Cannes — Mar¬ 
seilles — Lyons — Paris  —  Calais  —  Lon¬ 
don. 

Fare :  1st  class,  $151.90 ;  2d  class 
rail,  1st  class  steamer,  $116.00. 

Ticket  good  for  120  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


GENEVA,  SWITZERLAND 


Ticket  good  for  90  days. 

NOTE : — Tour  can  be  made  in  either 
direction. 

Tour  No.  19. 

Hamburg  —  Berlin  —  Dresden  —  Mu¬ 
nich — Lindau — (Lake  Constance)  Zurich 
—  Lucerne  —  Fluelen  —  Chiasso  — 
Milan  - —  Genoa  —  Ventimiglia  —  Mar¬ 
seilles — Cette  —  Portbou — thence  com¬ 
mencing  —  Hendaye  —  Bordeaux  — 
Paris — Calais — London. 

Fare  :  1st  class,  $78.45  ;  2d  class  rail, 
1st  class  steamer,  $55.20. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


Tour  No.  21. 

Hamburg  —  Berlin  —  Dresden — Tet- 
sclien — Vienna  —  Budapest  —  Fiume  — 
(Abazzia)  Triest — steamer  to  Venice — 
Verona  — •  Milan — Genoa — San  Remo — 
Monte  Carlo — Nice — Cannes — Marseilles 
— Lyons — Paris  —  Brussels  —  Ostende 
— Dover — London. 

Fare :  1st  class,  $81.90 ;  2d  class, 
1st  class  steamer,  $58.50. 

Ticket  good  for  90  days. 

NOTE : — Tour  can  be  made  in  either 
direction. 

Tour  No.  22. 

Hamburg — Frankfort  o  /M. — Strass- 

burg— Belfort  —  Lyons  —  Marseilles  — 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


347 


Cannes — Nice — Monte  Carlo — San  Remo 
— Genoa  —  Milan  —  Verona  — •  Bren¬ 
ner  —  Munich  —  Nuremberg  or  direct 
Leipsic — Berlin — Hamburg. 

Fare :  1st  class,  $73.10 :  2d  class, 
|51.25. 

Ticket  good  for  DO  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  23. 

Hamburg — Frankfort  o  /M. — Strass- 
burg  —  Belfort  —  Lyons — Marseilles — - 
Cannes — Nice — Monte  Carlo — San  Remo 
— Genoa — Milan  —  Verona  —  Venice  — 
Florence — Rome — Naples. 

Fare :  1st  class,  $64.80  ;  2d  class, 
$44.80. 


sheim  or  Frankfurt  o  /M. — Mayence — by 
rail  or  steamer  from  Mayence  or  Rude- 
sheim,  to  Cologne — rail  Amsterdam — 
Leiden — Hague — Rotterdam  - —  Antwerp 
— Brussels — Paris — Cherbourg. 

Fare :  1st  class,  $48.65 :  2d  class 

rail,  1st  class  steamer,  $33.30. 

Ticket  good  for  60  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  26. 

Hamburg  —  Berlin  —  Dresden  — 
Leipsic  —  Weimar  —  Eisenbach  — - 
Frankfort  o/M.  —  Wiesbaden  —  Rude- 
sheim  or  Mayence — by  rail  or  steamer 
to  Cologne — rail  Amsterdam — Leiden — 
The  Hague  —  Rotterdam  —  Antwerp — 
Bruxelles — Paris — Cherbourg. 


BOB  SLEIGH  RUN 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  24. 

Hamburg  —  Berlin  —  Dresden  — 
Tetschen  —  Vienna  —  Salzburg  —  Mu¬ 
nich — Stuttgart — Strassburg  —  Paris — 
Cherbourg 

Fare :  1st  class,  $53.40 ;  2d  class, 
$37.25. 

Ticket  good  for  60  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  25. 

Hamburg  —  Berlin  —  Dresden  — 
Karlsbad  —  Eger  —  Nuremberg  — 
Frankfort  o  /M.  —  Wiesbaden  —  Rude- 


AT  ST.  MORITZ 

Fare :  1st  class,  $45.75 ;  2d  class 

rail,  1st  class  steamer,  $31.00. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  27. 

Hamburg  — -  Hanover  —  Bebra  — 
WUrzburg — Nuremberg — or  direct  to 
Munich — Lindau — (Lake  Constance)  — 
Zurich  —  Lucerne  —  Brienz  - —  Inter¬ 
laken — Spiez — Montreux — by  rail  or 
steamer  via  Lausanne  to  Geneve  and  di¬ 
rect  to  Paris — Cherbourg. 

Fare :  1st  class,  $47.75 ;  2d  class 

rail,  1st  class  steamer,  $33.60. 

Ticket  good  for  60  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


348 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Tour  No.  28. 

Hamburg  —  Berlin  —  Dresden  —  Bo- 
denbach  —  Karlsbad  —  Marienbad  — 
Vienna  —  Salzburg  —  Munich  — Stutt¬ 
gart  —  Strassburg  —  Paris  • —  Calais — 
Dover — London. 

Fare :  1st  class,  $67.35 :  2d  class 

rail,  1st  class  steamer,  $45.00. 

Ticket  good  for  60  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  29. 

Hamburg  —  Cologne  —  Amsterdam — - 
Leiden — The  Hague — Rotterdam — Ant¬ 
werp — Brussels  —  Paris  —  Bale  —  Lau¬ 
sanne — by  rail  or  steamer  to  Geneve — 
Montreux  —  rail  Spiez  —  Interlaken  — 


Fare:  1st  class,  $57.70;  2d  class 

rail,  1st  class  steamer,  $40.60. 

Ticket  good  for  60  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  31. 

Hamburg  —  Berlin  —  Breslau  — 
Dresden — Nuremberg  —  Munich  — -  Lin- 
dau — (Lake  Constance)  —  Zurich  —  Lu¬ 
cerne — Berne — Bale — Strassburg  or  Hei¬ 
delberg- — Frankfort  o/M. — Wiesbaden  — 
Riidesheim  or  Frankfort  o  /M. — Mayence 
— by  rail  or  steamer  from  Mayence  or 
Riidesheim  to  Cologne — rail  Amsterdam 
— Leiden — The  Hague  —  Rotterdam  — 


CASTLE  OF  CHILLON,  LAKE  OF  GENEVA 


Brienz — Lucerne — Zurich — St.  Gotthard 
- — Lugano — (Italian  Lakes) — Menaggio 
—  Bellagio  —  Como  —  Milan  —  Venice 
— Florence — Rome — Naples. 

Fare :  1st  class,  $74.40 ;  '  2d  class 

rail,  1st  class  steamer,  $53.40. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  30. 

Hamburg  —  Berlin  —  Dresden  — 
Karlsbad  —  Eger  —  Nuremberg  - — -  Mu¬ 
nich  —  Lindau  — -  (Lake  Constance)  — 
Zurich  — •  Lucerne  —  Berne  —  Lau¬ 
sanne — by  rail  or  steamer  to  Geneve — ■ 
Paris — Calais — by  steamer  to  Dover — 
London. 


Antwerp — Brussels  —  Paris  —  Calais — 
boat  to  Dover — London. 

Fare :  1st  class,  $78.20 :  2d  class 

rail,  1st  class  steamer,  $54.10. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  32. 

London  —  Dover  —  Calais — Paris — 
Geneve  - —  Lausanne — Montreux — Zwei- 
simmen  —  Interlaken  —  Lucerne  —  Zu¬ 
rich  — •  (Lake  Constance)  Lindau  — 
Munich — Salzburg  —  Vienna  — -  Tet- 
schen — Dresden  —  Berlin  —  Frankfort 
o  /M. — Mayence — rail  or  steamer  to  Co¬ 
logne — Hamburg. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


349 


Fare :  1st  class,  $86.25  ;  2d  class 

rail,  1st  class  steamer,  $59.90. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  cither 
direction. 

Tour  No.  33. 

London  —  Dover  —  Calais — Paris — • 
Alt  Muensterol — Bale — St.  Gotthard — - 
Bellinzona — Lugano  —  Chiasso — Milan 
— Verona  —  Venice  —  Bologna  —  Flor¬ 
ence  —  Rome  —  Naples — by  rail  Reggio 
— Messina — Catania  —  Siracusa — Cani- 
catti — Girgenti — Termini  Imerese — Pa¬ 
lermo — by  steamer  Navigazione  Generale 
Ital. — Naples. 

Fare  :  1st  class,  $80  50  ;  2d  class 
rail,  1st  cla«s  steamer,  $59.40. 

Ticket  good  for  90  days. 

NOTE Tour  can  be  made  in  either 
direction. 

Tour  No.  34. 

London — Hook  of  Holland  —  The 
Hague  —  Amsterdam  —  Cologne  —  Ber¬ 
lin  —  Dresden  -  Tetschen  —  Vienna — 
Semmering  —  Venice  —  Milan  —  Como 
—  (Italian  Lakes) — Menaggio  —  Lugano 
— Luino  —  Laveno  —  Stresa — Domodos- 
sola  —  Lausanne  —  Geneve  —  Berne — 
Interlaken — Lucerne  —  Zurich — Bale — 
Strassburg  or  Heidelberg — Frankfort 
o  /M. — Mayence  or  Wiesbaden  —  Riide- 
sheim — rail  or  steamer  to  Cologne — 
Brussels — Paris — Cherbourg. 

Fare  :  1st  class,  $105.35  ;  2d  class 
rail,  1st  class  steamer,  $74.55. 

Ticket  good  for  120  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

Tour  No.  35. 

London  —  Dover  —  Calais  —  Taris — - 
Brussels — Antwerp  —  Rotterdam — The 
Hague  —  Amsterdam  — -  Cologne  — - 
Frankfort  o  /M. — Nuremberg — Munich — 
Salzburg — Linz  —  Vienna — Budapest — 
Belgrad — Constantinople — by  Austrian 
Lloyd  to  Brindisi — Foggia — Naples — 
Rome — Firenze  —  Venice — Milan — Como 
— Italian  Lakes — Bellagio — Menaggio — 
Lugano — Bellinzona — St.  Gotthard— Lu¬ 
cerne — Zurich — Lake  Constance — Lindau 
— Munich  —  Dresden  —  Berlin  —  Ham¬ 
burg. 

Fare:  1st  class,  $172.35:  2d  class 
rail,  1st  class  steamer,  $130.35. 

Ticket  good  for  120  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


Tour  No.  36. 

London — Hook  of  Holland — Rotter¬ 
dam — The  Hague — Amsterdam — Cologne 
— by  rail  or  steamer  Mayence — Frank¬ 
fort  o  /M.  —  Berlin  —  Dresden  —  Hof  — 
Munich: — Innsbruck  —  Bozen — Meran — 
Mori — Lake  Garda — Riva — Desenzano — 
Verona  - —  Venice  —  Florence  —  Pisa 
- — Nervi  —  Genoa  —  San  Remo — Venti¬ 
miglia — Monte  Carlo — Nice  —  Cannes — 
Marseilles — Lyons — Paris — Cherbourg. 

Fare  :  1st  class.  $98.95  ;  2d  class  rail, 
1st  class  steamer,  $70.95. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


Tour  No.  37. 

London — Doyer — by  steamer  to  Calais 
— Paris — Lyon's  —  Marseilles — Cannes — 
Nice — Monte  Carlo — San  Remo — Genoa 
— Milan  —  Verona  —  Venice — Mestre — 
Pontebba  —  Glandorf  —  Amstetten  — 
Vienna — Tetschen — Dresden  —  Berlin — 
Hamburg. 

Fare:  1st  class.  $79.45:  2d  class 

rail,  1st  class  steamer,  $56.50.  . 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


Tour  No.  38. 

London — Dover — by  steamer  to  Os¬ 
tende — rail  Brussels — Cologne — by  rail 
or  steamer  to  Mayence  or  Riidesheim — - 
Wiesbaden  —  Frankfort  o  /M.  —  Heidel¬ 
berg  or  Strassburg — Bale — Zurich  — 
Lucerne — Brienz  —  Interlaken  —  Spiez 
— Montreux — by  rail  or  steamer  via 
Lausanne  to  Geneve — rail  Modane  (Mt. 
Cenis )  — Torino — Genoa. 

Fare :  1st  class,  $43.95 :  2d  class 
rail,  1st  class  steamer,  $26.95. 

Ticket  good  for  60  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


Tour  No.  39. 

London — Dover — steamer  to  Ostende 
— Brussels — Cologne — steamer  to  May¬ 
ence — Frankfort  o  /M. — Berlin — Dresden 
— Nuremberg  —  Munich  —  Lindau  — 
(Lake  Constance) — Zurich  — -  Lucerne — 
Interlaken — Berne — Lausanne  —  Geneve 
— Paris — Cherbourg. 

Fare:  1st  class,  $73.50:  2d  class 

rail,  1st  class  steamer,  $51.05. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  cither 
direction. 


350 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Tour  No.  40. 

Naples  —  Rome  —  Florence  —  Venice 
—  Pontebba  — -  Villaeh  —  Amstetten  — 
Vienna — Salzburg — Munich — Dresden  — 
Berlin  —  Cologne  —  Paris  —  Calais  - — ■ 
Dover — London. 

Fare :  1st  class,  $88.95 :  2d  class 

rail,  1st  class  steamer,  $61.90. 

Ticket  good  for  90  days. 

•  NOTE: — Tour  can  be  made  in  either 
direction. 


53. 


Validita  giorni  15 


PREZZl 

I  classe  Lire  63  60 

II  »  •  44  80 
IB  •  *29  36 


VENEZJ 


M.UN0  — Rovstn  Vicenza 

_  jwh.  Pescfnera 

Trevlqlio  ^Pjdov/! 

^Segoredo  Verona  Abano 

%C»5»1pUJter!en9e  Monsfilfce 

sCodogno  i 

Piacenza 

Sorgo  S-  Donnino 

Pjrrr.a  //Ferrara 

Regglotmifia 

^  juodeo* 

f&0l00NA 


Mestre 


Tour  No.  41. 

Naples  —  Rome  —  Florence  —  Venice 
— Pontebba  —  Villaeh  —  Amstetten  — 
Vienna  —  Dresden  —  Berlin  —  Frank¬ 
fort  o  /M. — Mayence — rail  or  steamer  to 
Cologne  —  Paris  —  Calais  —  Dover  - — 
London. 

Fare :  1st  class,  $83.85 ;  2d  class 

rail,  1st  class  steamer,  $58.90. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


^C.rpi 

. Modena,, 

PREZZl 

!  cl.  Lire  67  60 
II  .  .  47  66 

HI  •  *31  20/  Vergat* 


Pis  ttna 
^Prato 

FIB  E  till 


Tour  No.  42. 

Naples  —  Rome  —  Florence  —  Pisa — 
Genoa  —  Nice  —  Genoa  —  Milan  — 
Venice  —  Pontebba  —  Tarvis  —  Villaeh 
— Glandorf  —  Amstetten  — -  Vienna  — 
Dresden  —  Berlin  —  Frankfort  o  /M.  — 
Wiesbaden — Mayence — rail  or  steamer 
to  Cologne — Paris — Calais — Dover — Lon¬ 
don. 


102. 


Validita  giorni  15 


UO'tin 
•  ttvta 
f  tenbtrtt 
f  Vf*irr>  /Brmam 

i  yrVbrtont 

Inov*  Uqun 
kRonco 


PREZZl 

....  1  classe  Lire  73  60 

MILAN0  11  •  .61  86 

Rogor.do  ,  .  33  g6 

Ltd* 

fostlpu  «terienqo 
k  Codoqno 

orgoS  Oonnfnty 
Pyrr ri» 


J^eqqh)  tmfHi 

Modena 


^/Samplerdaren*  BOLOGNA 

3EN0VA  CtsUccchioA 

Vtrgrto 

Special®  ^I^^Spenj  Btgnld  Porritj 
da  Livorno 
PREZZl  (£*»*»'» 

I  cl  L  77  40  ^  *  ° 

II  .  .  64  46 

III 


k  Vfareggio 

£rrj  potf 


36  66 


PISA 


FIRENZE 


Fare :  1st  class,  $99.00 :  2d  class 

rail,  1st  class  steamer,  $71.85. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


IICANO 


Validita  giorni  SO 


.  Roqortdo 

.  CaJ^pusttr'enjo 
h Codogno 

^Pbcenra 

Parma 

.  VwHeqqio 

*0TlCO 


bolognb 


PREZZl 

1  ol&sse  Lire  119  80 

II  .  .  78  20 

III  >  •  60  60 


DnUC-.f* 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


351 


Tour  No.  43. 

Naples  —  Rome  —  Florence  —  Venice 
— Milan — Torino — Modane —  ( Mt.  Cenis ) 
— Geneve — Paris — Calais  —  steamer  to 
Dover — London. 

Fare :  1st  class,  $56.05  ;  2d  class 

rail,  1st  class  steamer,  $41.40. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


115. 


Validity  giorni  30 

PREZZI 

1  classe  Lire  137  60 


Milano  11  » 


Tour  No.  44. 

Naples  —  Rome  —  Florence — -Venice 
— Verona  —  Trient  —  Bozen  —  Inns¬ 
bruck — Munich  —  Lindau — (Lake  Con¬ 
stance) — Zurich — Lucerne  —  St.  Gott- 
hard  —  Lugano  —  Chiasso  —  Milan  - — 
Genoa. 

Fare:  1st  class,  $46.70:  2d  class 

rail,  1st  class  steamer,  $33.85. 

Ticket  good  for  60  days. 

'\OTE:~ — Tour  can  be  made  in  cither 
direction. 


Tour  No.  45. 

Naples  —  Rome  —  Florence  —  Pisa — 
Florence  —  Venice  —  Milan  —  Como  — 
Lake  steamer  via  Bellaggio — Menaggio 
— Lugano — Luino — Stresa  —  Domodos- 
sola  —  Simplon  —  Brigue — Zermatt  — 
v  isp — Martigny  —  thence  commencing 
Chamounix  —  Geneve  —  Lausanne  — 


Montreux  — ■  Zweisimmen  —  Spiez  —  In¬ 
terlaken — Lucerne — Bale — Strassburg  or 
Heidelberg — Mayence — rail  or  steamer  to 
Cologne  —  Amsterdam  —  The  Hague — 
Antwerp  —  Brussels  —  Paris  —  Bou¬ 
logne — Folkestone — London. 

Fare:  1st  class,  $83.65;  2d  class 

rail,  1st  class  steamer,  $62.35. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 

116.  Validity  giorni  45 


Tour  No.  46. 

Naples  —  Rome  — -  Florence  —  Venice 
— Milan  —  Chiasso  —  Lugano  —  Bel¬ 
li  nzona — St.  Gotthard— Lucerne — Brienz 
—  Interlaken  —  Berne — Zurich — Lindau 
— Lake  Constance — Munich — Salzburg — 
Linz — Vienna  —  Tetschen  — -  Dresden — ■ 
Berlin — Hamburg  —  Frankfort  o  /M. — - 
Mayence — rail  or  steamer  to  Cologne — 
Amsterdam — The  Hague— Rotterdam — - 
Antwerp  —  Brussels  —  Paris  —  Calais 
— Dover — London. 

Fare :  1st  class,  $111.65 :  2d  class 
rail,  1st  class  steamer,  $77.20. 

Ticket  good  for  120  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


SanBII*  „ 

Ncvan 

„  .  ^  MILANO 

[TO  RVN  0  Vercelti  >« . 

$NJt7»  ViNoyiLfoure 


PREZZI 

I  classe  Lire  149 

II  .  .98 

III  •  >  63 


352 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Tour  No.  47. 

Naples  —  Rome  —  Florence  —  Venice 
— Milan  —  Genoa  —  San  Remo — Venti¬ 
miglia — Monte  Carlo — Nice — Cannes — 
Marseilles — Lyons — Geneve  —  Lausanne 
— Berne  —  Scherzlinger  - —  Interlaken — - 
Brienz  —  Lucerne  —  Zurich  —  Bellin- 
zona  —  Lugano  —  Chiasso  —  Milan  - — - 
Genoa. 

Fare :  1st  class,  $58.55 ;  2d  class, 
$41.80. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


Validity  giorni  45 

VJovan  ° 

i  MILANO 


PREZZI 

I  cl.  L.  161  40 

II  .  -  100  20 

III  .  .  64  60 


Tour  No.  48. 

Naples  —  Rome  —  Florence  —  Venice 
• — Pontebba  —  Tarvis  —  Villach — Glan- 
dorf  —  Amstetten  —  Vienna  —  Linz  — - 
Salzburg — Munich — Lindau — (Lake  Con¬ 
stance)  Zurich  —  Lausanne  —  Geneve  — 
Vevey — Montreux — St.  Maurice— Mar- 
tigny  — .  Brigue — Domodossola  —  Stresa 
— Italian  Lakes — Laveno — Luino — Luga¬ 
no  — -  Menaggio  —  Bellagio  —  Como  — 
Milan — Genoa. 

Fare:  1st  class,  $65.10:  2d  class 

rail,  1st  class  steamer,  $45.85. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction , 


Tour  No.  49. 

Naples  —  Rome  —  Florence  —  Venice 
— Milan — St.  Gothard — Lucerne — Bale 
— Strassburg  or  Heidelberg — Frankfort 
o/M. — Mayence — rail  or  steamer  Co¬ 
logne  —  Brussels  —  Ostende  —  Dover  — 
London. 

Fare :  1st  class,  $57.05 ;  2d  class 

rail,  1st  class  steamer,  $40.45. 

Ticket  good  for  90  days. 

NOTE: — Tour  can  be  made  in  either 
direction. 


Tour  No.  50. 

Rotterdam — The  Hague— Amsterdam 
— Cologne — by  rail  or  steamer  to 
Mayence  or  Wiesbaden — Frankfort  o  /M. 
— Berlin — Dresden  —  Leipsic  —  Munich 
—  Heidelberg  —  Zurich  —  Lucerne  — - 
Interlaken  —  Berne  —  Lausanne  —  Ge¬ 
neve — Paris  —  Calais — Lille  —  Brussels 
- — Antwerp. 

Fare:  1st  class,  $74.45:  2d  class 

rail,  1st  class  steamer,  $52.80. 

Ticket  good  for  90  days. 

NOTE:— -Tour  can  be  made  in  either 
direction. 


“RUNDREISE”  or  CONTINENTAL 
CIRCULAR  TOURS  FROM 
LONDON  AND  PARIS 

This  list'  has  been  very  carefully  pre¬ 
pared  by  the  American  Express  Com¬ 
pany,  and  gives  a  number  of  interest¬ 
ing  tours.  The  “rundreise,”  or  circular 
tickets  from  London,  Italian  circular 
tours  from  Paris,  the  “rundreise,”  or 
circular  tickets  from  Paris,  the  French 
circular  tickets  and  the  Spanish  semi¬ 
circular  tickets  are  all  recommended. 
Consult  any  responsible  tourist  agen¬ 
cy  relative  to  rates.  It  is  wise  to  get 
figures  from  two  agencies  and  com¬ 
pare  prices  for  identical  itineraries. 
Remember  fares  are  often  cheaper 
when  tickets  are  issued  by  inferior  or 
shorter  routes.  The  best  tourist  agen¬ 
cies  give  advice  which  is  often  disin¬ 
terested  and  rather  professional,  and 
intending  travelers  should  always  in¬ 
dicate  the  route  desired  and  should 
not  be  dissuaded  from  it  unless  loss 
of  time  or  money  can  be  demonstrated. 


The  very  best  practice  in  tipping  seems  to 
be  to  allot  a  certain  per  cent,  of  the  hotel 
bills  for  tips  and  then  let  the  hotel  manage¬ 
ment  see  to  the  distribution.  The  writer  has 
tried  this  with  satisfaction.  If  the  amount 
of  the  bill  is  small  ten  per  cent,  should  be 
given;  if  the  amount  of  the  bill  is  large  it 
may  be  scaled  to  seven  per  cent. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


353 


CONTINENTAL  CIRCULAR  TOURS 
FROM  LONDON. 

Time  allowance  conditional. 

Free  allowance  of  56  lbs.  registered  baggage. 

1.  London  (Brighton),  Dieppe,  Rouen, 
Paris,  Amiens,  Boulogne,  Folkestone,  London, 
or  t >ice  versa.  1st  Class,  £4/8/7  ($21.71); 
2nd  Class,  £3/2/8  ($15.35);  3rd  Class,  £2/1/4 
($10.13). 

2.  London  (Brighton),  Dieppe,  Rouen, 
Paris,  Amiens,  Calais,  Dover,  or  vice  versa, 
1st  Class,  £4/15/3  ($23.34);  2nd  Class,  £3/7/8 
($16.58);  3rd  Class,  £2/4/4  ($10.87). 

3.  London,  Southampton,  Havre,  Rouen, 
Paris,  Amiens,  Boulogne,  Folkestone,  London, 
or  vice  versa.  1st  Class  £4/3/10  ($20.54) ; 
2nd  Class,  £2/19/6  ($14.58). 

4.  London,  Southampton,  Havre,  Rouen, 
Paris,  Amiens,  Calais,  Dover,  London,  or 
vice  versa.  1st  Class,  £4/10/6  ($21.95);  2nd 
Class,  £3/4/6  ($15.81). 

5.  London,  Southampton,  Havre,  Rouen, 
Paris,  Havre,  Southampton,  London.  1st 
Class,  £2/16/8  ($13.89);  2nd  Class,  £2/0/8 
($9.97). 

6.  London,  Folkestone,  Boulogne,  Amiens, 

Paris,  Calais,  Dover,  London,  or  vice  versa. 
1st  Class,  £4/15/9  ($23.46);  2nd  Class, 

£3/9/10  ($17.11);  3rd  Class,  £2/0/6  ($9.93). 

7.  London,  Newhaven,  Dieppe,  Rouen, 
Paris,  Dieppe,  Newhaven  (Brighton),  London 
1st  Class,  £3/6/3  ($16.24);  2nd  Class,  £2/7/1 
($11.54);  3rd  Class,  £1/13/3  ($8.15). 

Normandy  and  Brittany  Tour  (No.  15). — 
London,  Brighton,  Newhaven,  Dieppe,  Rouen, 
Fecamp,  Havre  to  Honfleur  by  boat  and  Hon- 
fleur  to  Trouville  by  rail,  or  Havre  to  Trou- 
ville  by  boat,  Caen,  Cherbourg,  St.  Lo  or 
Carteret,  Granville,  Avranchers,  Pontorson, 
Mont  St.  Michel  (by  tramway),  Dol,  St. 
Malo,  Dinard,  St.  Brieuc,  Guingamp  (Paim- 
pol  and  Carhaix),  Lannion,  Morlaix  (Cai- 
hax),  Roscoff,  Brest,  Quimper,  Douarnenez, 
Pont  l’Abb6,  Concarneau,  Lorient,  Quiberon, 
Vannes,  Savenay,  Le  Croisic,  Gu6rande,  St. 
Nazaire,  Pont  Chateau,  Redon,  Rennes, 
Vitre,  Laval,  Le  Mans,  Chartres,  Paris, 
Dieppe,  Newhaven,  Brighton,  London,  or 
vice  versa.  Available  for  one  month.  1st 
Class,  £8/4/4  ($40.27);  2nd  Class,  £5/16/9 
($2S,61). 

Switzerland. — (Tour  53.) — London,  Paris, 
Paris  Ceinture,  Dijon,  Macon,  Bourg,  Culoz, 
Geneva,  Lausanne,  Fribourg,  Berne,  Scherzli- 
gen,  Daerligen,  Interlaken,  Boenigen,  Giess- 
ach,  Brienz,  Meiringen,  Alpnach,  Lucerne,  Sur- 
see,  Aarbourg,  Olten,  Bale,  (PetitCroix,  Delle), 
Belfort,  Paris,  London,  or  vice  versa.  Avail¬ 
able  for  75  days  between  London  and  Paris, 
and  60  days  bevond.  Via  Calais  or  Boulogne, 
1st  Class,  £10/10/5  ($51.55);  2nd  Class, 

£7/14/11  ($37.96).  Via  Dieppe,  1st  Class, 

£9/2/0  ($44.59);  2nd  Class,  £6/13/2  ($32.63). 

Pyrenees. — (Tour  1.) — London,  Paris,  Or¬ 
leans,  Tours,  Angouleme,  Bordeaux,  Arca- 
chon,  Morceux,  Mont  de  Marsan,  Tarbes, 
Bagneres  de  Bigorre,  Montrejeau,  Bagneres 
de  Luchon,  Montrejeau,  Tarbes,  Lourdes, 
Pierrefitte-Nestalas,  Lourdes,  Pau,  Puyoo, 
Bayonne,  Dax,  Morceux,  Bordeaux,  Angou- 
lfme,  Tours,  Orleans,  Paris,  London,  or  vice 
versa.  Available  for  45  davs.  Via  Calais 
or  Boulogne.  1st  Class,  £11/8/3  ($55.92);  2nd 
Class,  £8/9/8  ($41.57).  Via  Dieppe.  1st  Class, 
£9/18/5  ($48.61);  2nd  Class,  £7/6/10  ($35.98). 


Touraine  and  the  Valley  of  the  Loire  (No. 
1.) — London,  Dieppe,  Paris,  Orleans,  Blois, 
Amboise,  Tours,  Chenonceaux,  Tours,  Loches, 
Tours,  Langeais,  Saumur,  Angers,  Nantes, 
St.  Nazaire,  Le  Croisic,  Gu6rande,  St.  Na¬ 
zaire,  Nantes,  Angers,  Paris  ( via  Blois  or 
Vendome,  or  via  Chartres,  without  stoppage 
on  the  Ouest  Railway),  Dieppe,  London,  or 
'vice  versa.  1st  Class,  £6/15/2  ($33.12),  2nd 
Class,  £4/17/7 ($23.91).  ViaCalaisor  Boulogne, 
1st  Class,  £8/4/9  ($40.36);  2nd  Class,  £6/0/4 
($29.48). 

Dutch  Circular  Tour. — London,  Rochester, 
Queenboro’,  Flushing,  Middelburg,  Roosen- 
daal,  Breda,  Tilburg,  Bois-le-Duc,  Nymegen, 
Arnheim,  Ede,  Zeist,  Driebergen,  Utrecht, 
Amsterdam,  Haarlem,  Leyden,  The  Hague, 
Delft,  Rotterdam,  Dordrecht,  Roosendaal, 
Flushing,  Queensboro’,  London.  Tickets 
available  for  30  days.  1st  Class,  £3/5/1 
($15.95);  2nd  Class,  £2/6/4  ($11.35). 

Owing  to  the  large  number  of  these  Tours 
it  is  not  possible  to  enumerate  more  than  a 
few  examples.  Other  itineraries  will  be  sub¬ 
mitted  on  application. 

ITALIAN  CIRCULAR  TOURS  FROM 
PARIS. 

The  following  Circular  Tours  afford  many 
important  advantages.  Tickets  are  available 
for  60  days,  and  allow  holders  to  stop  over  at 
all  points  of  interest. 

These  tickets  are  very  much  below  the 
ordinary  fares,  effecting  a  considerable  saving. 

Luggage. — 56  lbs.  conveyed  free  in  France 
only.  In  Switzerland  and  Italy  all  registered 
luggage  must  be  paid  for.  These  Itineraries 
cannot  be  modified  or  altered,  but  can  be 
issued  in  the  reverse  direction.  Passengers 
must  state  at  the  time  of  booking  by  which 
route  they  intend  to  travel  from  Paris. 

Examples 

Tour  81  Al. — Paris,  Macon,  Bourg  (or 
Lyons),  Aix-les-Bains,  Turin,  Alessandria, 
Genoa,  San  Remo,  Bordighera,  Vintimille, 
Mentone,  Monte  Carlo,  Nice,  Cannes,  Toulon, 
Marseilles,  Lyons,  Macon,  Dijon  (or  Cette, 
Nimes,  Clermont),  Fontainebleau,  Paris. 
1st  Class,  ($34.68)  Frs.  177.70;  2nd  Class, 
($25.41)  Frs.  130.20. 

Tour  86  BB1. — Paris,  Troyes,  Bale,  Lucerne 
St.  Gothard  Railway  to  Goschenen,  Biasca, 
Bellinzona,  Como,  Milan,  Turin,  Genoa, 
San  Remo,  Bordighera,  Mentone,  Monte  Carlo, 
Nice,  Cannes,  Marseilles,  Lyons,  Macon, 
Dijon  (or  Cette,  Nimes,  Clermont),  Fontaine¬ 
bleau,  Paris.  1st  Class,  ($39.18)  Frs.  200.80; 
2nd  Class,  ($29.05)  Frs.  148.90. 

Tour  88  EE1. — Paris,  Troyes,  Bale,  Lucerne 
(or  Zurich),  St.  Gothard  Railway  to  Goschenen, 
Biasca,  Bellinzona,  Lugano,  Como,  Milan, 
Novara,  Turin,  Mont  Cenis,  Chambery,  Culloz, 
Macon  (or  Grenoble,  Lyons,  Macon),  Dijon, 
Paris  (or  Lyons,  Clermont-Ferrand,  Paris). 
1st  Class,  ($31.10)  Frs.  159.40;  2nd  Class, 
($23.23)  Frs.  119.05. 

RUNDREISE  OR  CIRCULAR  TICKETS 
FROM  LONDON 

Rundreise  Tickets  effect  a  considerable  sav¬ 
ing  on  the  regular  single  fares,  and  are  only 
available  provided  the  circular  trip  exceeds 
600  kilometres — 373  miles. 


354 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


These  tickets  do  not  entitle  holders  to  any 
free  baggage  allowance,  except  hand  baggage. 

The  following  tours  are  enumerated  as 
specimens  only.  Tickets  can  be  arranged 
covering  other  combinations,  and  estimates 
will  be  submitted  on  application.  No  refund 
is  allowed  by  the  Railway  Administrations  on 
unused  or  lost  coupons.  Children  under 
ten  years  of  age  half-fare.  Stop-overs  are 
allowed  at  any  station  en  route. 

See  rules  of  trains,  page  312. 

R.  20.  London,  Paris,  Rhine,  Belgium, 
London. — London,  Dover,  Calais,  Paris, 
Strassburg,  Heidelberg,  Mayence,  *Cologne, 
Brussels,  Ostend,  Dover,  London  (available 


Via  Dieppe,  and  as  above  (available  60 
days).  1st  Class,  £10/11/11  (*51.92);  2nd 
Class,  £7/7/8  (*36.18). 

R  30.  London,  Paris,  Switzerland,  Aus¬ 
tria,  Germany,  Rhine,  Belgium,  London. — 
London,  Dover,  Calais,  Paris,  Geneva,  *Lau- 
sanne,  Bern,  Interlaken,  Lucerne,  Zurich, 
Innsbruck,  Munich,  Vienna,  Prague,  Dresden, 
Berlin,  Liepsic,  Frankfort  O  M,  Mayence, 
♦Cologne,  Brussels,  Ostend,  Dover,  London 
(available  120  days).  1st  Class,  £18/16/6 
(*92.24);  2nd  Class,  £12/16/3  (*62.78). 

Via  Dieppe,  and  as  above  (available  120 
days).  1st  Class  £18/10/4  (*90.73) ;  2nd  Class 
£12/10/7  (*61.39). 


LA  BELLE  ALLIANCE  FARM,  WATERLOO 
BELGIUM 

The  Picturesque  Battlefield  is  easily  reached  from  Brussels 


60  days).  1st  Class,  £8/8/6  (*41.28);  2nd 
Class,  £5/17/6  (*28.79). 

Via  Dieppe,  and  as  above  (available  60 
days).  1st  Class,  £8/2/5  (*39.79);  2nd  Class, 
£5/11/9  (*27.38). 

R.  25.  London,  Paris,  Switzerland,  Black 
Forest,  Rhine,  Belgium,  London. — London, 
Dover,  Calais,  Paris,  Geneva,  *  Lausanne,  Bern, 
Interlaken.  Brienz,  Lucerne,  Zurich,  Falls 
of  Rhine,  Black  Forest,  Heidelberg,  Mayence. 
♦Cologne,  Brussels,  Ostend.  London  (avail¬ 
able  60  days).  1st  Class,  £10/18/0  (*53.41); 
2nd  Cir.ss,  £7/13/4  (*37.56). 


R  53.  London,  Paris,  Switzerland.  Italy, 
Austria,  Germany,  Rhine.  Belgium,  London. — 
London,  Dover,  Calais,  Paris,  Geneva,  ♦Lau¬ 
sanne,  Bern,  Interlaken,  Brienz,  Lucerne, 
St.  Gothard,  Milan,  Genoa,  Pisa,  Rome, 
Florence,  Venice,  Vienna,  Prague,  Dresden, 
Berlin,  Frankfort-on-Main,  Mayence,  ♦Co¬ 
logne,  Brussels,  Ostend,  Dover,  London, 
(available  120  days).  1st  Class,  £23/11/2 
(*115.44);  2nd  Class,  £16/6/4  (*79.95). 


*  Rail  or  Steamer. 


355 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Via  Dieppe,  and  as  above  (available  120 
days).  1st  Class,  £23/5/0  ($113.96);  2nd 

Class,  £16/0/8  ($78.56). 

R  55.  London,  Holland,  Belgium,  France, 
London. — London,  Hook  of  Holland,  Haag, 
Leyden,  Haarlem,  Amsterdam,  Rotterdam, 
Antwerp,  Brussels,  Paris,  Calais,  Dover, 
London  (available  60  days).  1st  Class, 
£j/3/0  ($30.14);  2nd  Class,  £4/7/8  ($21.48). 

Ditto,  via  Flushing  (available  60  days). 
1st  Class,  £6/7/8  ($31.28);  2nd  Class,  £4/12/6 
($22.66). 

R  57.  London,  Denmark,  Sweden,  Ger¬ 
many,  Holland,  London. — London,  Steamer 
to  Esbjerg  ( via  Harwich),  Rail  Gothenburg, 
Stockholm,  Copenhagen,  Hamburg,  Bremen, 
Amsterdam,  Hague,  Rotterdam,  London, 
(returning  via  Hook,  available  60  days). 
1st  Class,  £12/17/8  ($63.13);  2nd  Class, 
£9/1/2  ($44.39.) 

*  3rd  Class  Rail,  London  to  Harwich;  1st 
Class  on  Harwich-Esbjerg  steamer. 


RUNDREISE  OR  CIRCULAR  TICKETS 
FROM  PARIS. 


The  American  Express  Company  issues 
Circular,  or  Rundreise,  Tickets  via  all  rail¬ 
road  lines  in  France,  Switzerland,  Holland, 
Belgium,  Denmark,  Roumania,  Servia,  Italy, 
Germany,  Austria-Hungary,  Norway,  Sweden, 
Turkey  and  Bulgaria. 

Rundreise  Tickets  effect  a  considerable 
saving  on  the  regular  single  fares  and  are 
available  only  provided  the  circular  trip  ex¬ 
ceeds  600  kilometres — 373  miles. 

These  tickets  do  not  entitle  holders  to  any 
free  baggage  allowance,  except  hand  baggage. 

The  following  are  a  few  specimen  tours. 
Tickets  can  be  arranged  covering  other  com¬ 
binations,  and  estimates  will- be  submitted  on 
application.  No  refund  is  allowed  by  the 
Railway  Administrations  on  unused  or  lost 
coupons.  Children  under  ten  years  of  age, 
half-fare.  Stop-overs  are  allowed  at  any 
station  en  route. 

1.  Paris,  Strasburg,  Heidelberg,  Mayence, 
Cologne,  Aachen,  Brussels,  Ostend,  Dover, 
London.  (Valid  60  days.)  1st  Class,  ($30.43) 
Frs.  155.95;  2nd  Class,  ($21.18)  Frs.  108.55. 

2.  Paris,  Strasburg,  Heidelberg,  Mayence, 
Cologne,  Amsterdam,  Hague,  Rotterdam, 
Hook  of  Holland,  London.  (Valid  60  days), 
1st  Class,  ($31.07)  Frs.  159.25;  2nd  Class, 
($21.07)  Frs.  108.00. 

3.  Paris,  Geneva,  Lausanne,  Berne,  In¬ 
terlaken,  Lucerne,  Bale,  Heidelberg,  Mayence, 
Cologne,  Flushing,  London.  (Valid  60  days,) 
1st  Class,  ($39.49)  Frs.  202.40;  2nd  Class, 


($27.20)  Frs.  139.40. 

4.  Paris,  Brussels,  Antwerp,  Rotterdam, 
Hague,  Amsterdam,  Bremen,  Hamburg, 
Berlin,  Frankfort,  Strasburg,  Paris.  (Valid 
60  days )  1st  Class,  ($46.08)  Frs.  236.15; 
2nd  Class,  ($31.54)  Frs.  161.65. 

5.  Paris,  Bale,  Zurich,  Munich,  Vienna, 
Berlin,  Leipsic,  Cologne,  Brussels,  Ostend, 
London.  (Valid  90  days.)  1st  Class,  ($68.91) 
Frs.  353.15;  2nd  Class,  ($47.18)  Frs.  241.30. 

6.  Paris,  Turin,  Genoa,  Pisa,  Rome, 
Naples,  Florence,  Venice,  Trieste,  Budapest, 
Vienna,  Frankfort,  Hamburg,  Bremen.  (Valid 
120  days.)  1st  Class,  ($97.22)  Frs.  498.25; 
2nd  Class,  ($67.52)  Frs.  346.05. 

7.  Paris,  Nice,  Genoa,  Pisa,  Rome,  Naples, 
Florence,  Venice,  Vienna,  Budapest,  Belgrade, 


Constantinople,  Vienna,  Berlin,  Hamburg. 
(Valid  120  days.)  1st  Class,  ($140.17)  Frs. 
718.40;  2nd  Class,  ($96.44)  Frs.  494.25. 

8.  Hamburg,  Copenhagen,  Gothenburg, 
Christiania,  Stockholm,  Lubeck,  Berlin, 
Dresden,  Nuremberg,  Munich,  Venice,  Flor¬ 
ence,  Rome,  Naples.  (Valid  120  days.) 
1st  Class,  ($88.75)  Frs.  454.85;  2nd  Class, 
($59.86)  Frs.  306.80. 

FRENCH  CIRCULAR  TICKETS. 

(g.  v.  105.) 

The  cost  of  these  tickets  is  considerably  less 
than  the  combination  of  ordinary  fares.  They 
allow  holders  to  stop  over  at  any  point  en 
route,  and  may  be  extended  twice  for  a  period 
equal  to  half  that  for  which  they  were  origin¬ 
ally  available,  on  payment  of  a  supplement  of 
10  per  cent,  of  the  price,  in  respect  to  each 
extension. 

The  railroad  regulations  require  that  a  de¬ 
posit  of  Frs.  10  per  ticket  shall  be  made. 
This  deposit  will  be  refunded  on  surrender  of 
the  cover  of  the  tickets  after  completion  of 
the  journey. 

The  itineraries  printed  below  are  a  few 
illustrative  examples  only.  Quotations  for 
any  tours  desired  will  be  furnished  on  appli¬ 
cation  to  tourist  companies. 

FARES  FROM  PARIS. 

1.  Paris,  Chartres,  Rouen,  Amiens,  Laon, 
Reims,  Paris.  (Valid  30  days.)  1st  Class, 
($11.75)  Frs.  60.10;  2nd  Class,  ($8.61)  Frs. 
44.10;  3rd  Class  ($5.68)  Frs.  29.10. 

2.  Paris,  Orleans,  Bldis,  Amboise,  Tours, 
Chenonceau,  Loches,  Chinon,  Langeais, 
Angers,  Rennes,  St.  Malo,  Pontorson  (Mont 
St.  Michel),  Granville,  Paris.  (Valid  30 
days.)  1st  Class,  ($20.31)  Frs.  104.10;  2nd 
Class,  ($14.46)  Frs.  74.10;  3rd  Class,  ($9.97; 
Frs.  51.10. 

3.  Paris,  Bordeaux,  Arcachon,  Biarritz, 
Pau,  Lourdes,  Pierrefitte,  Bagneres  de  Bi- 
gorre,  Luchon,  Toulouse,  Castelnaudary, 
Carcassonne,  Nimes,  Marseilles,  Hyeres,  Nice, 
Monte  Carlo,  Mentone,  Lyon,  Geneva,  Paris. 
(Valid  60  days.)  1st  Class,  ($44.66)  Frs. 
228.90;  2nd  Class,  ($30.23)  Frs.  154.90;  3rd 
Class,  ($19.92)  Frs.  102.10. 

4.  Paris,  Orleans,  Tours,  Poitiers,  An- 
gouleme,  Bordeaux,  Biarritz,  Hendaye,  Irun 
(in  connection  with  circular  ticket  in  Spain), 
Port  Bou,  Cerb^re,  Narbonne,  Nimes,  Avi¬ 
gnon,  Lyon,  Paris.  (Validity  according  to  the 
Spanish  ticket,  viz.:  60,  90  or  120  days.) 
1st  Class,  ($27.73)  Frs.  142.10;  2nd  Class, 
($19.73)  Frs.  101.10;  3rd  Class,  ($13.68) 
Frs.  70.10. 

5.  Paris,  Lyon,  Avignon,  Marseilles, 
Cannes,  Nice,  Monte  Carlo,  Vintimille  (in 
connection  with  circular  ticket  in  Italy), 
Modane,  Aix-les-Bains,  Dijon,  Paris.  (Valid 
60  days.)  1st  Class,  ($27.73)  Frs.  142.10; 
2nd  Class,  ($19.73)  Frs.  101.10;  3rd  Class, 
($13.68)  Frs.  70.10. 

6.  Paris,  Dijon,  Macon,  Aix-les-Bains, 
Annecy,  Chamonix,  Le  Fayet,  Geneva  (in 
connection  with  Swiss  circular  ticket),  Delle, 
Belfort,  Troyes,  Paris.  (Valid  45  days.) 
1st  Class,  ($21.48)  Frs.  110.10;  2nd  Class, 
($15.44)  Frs.  79.10;  3rd  Class,  ($10.75)  Frs. 
55.10. 


356 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


MISCELLANEOUS  FRENCH 

The  following  three  circular  tours 
in  the  Pyrenees,  and  two  in  the  Cha¬ 
teaux  district,  are  especially  recom¬ 
mended  : 

1st  Itinerary. — Paris,  Bordeaux,  Ar- 
cachon,  Mont-de-Marsan,  Tarbes,  Bag- 
neres-de-Bigorre,  Montrejeau,  Bagneres- 
de-Luchon,  Pierrefltte-Nestalas,  Pau, 
Bayonne,  Paris.  (Valid  30  days.) 

1st.  2d. 

$  32.10  $  24.00 

Frs.  164.50  Frs.  123.00 

2d  Itinerary. — Paris,  Bordeaux,  Ar- 
cachon,  Mont-de-Marsan,  Tarbes,  Pierre- 
fitte-Nestalas,  Bagneres-de-Bigorre,  Bag- 
neres-de-Luchon,  Toulouse,  Paris  (via 
Montauban,  Cahors,  Limoges,  or  via  Fi- 
geac,  Limoges).  (Valid  30  days.) 

1st.  2d. 

$  31.90  $  23.90 

Frs.  163.50  Frs.  122.50 

3d  Itinerary. — Paris,  Bordeaux,  Arca- 
chon,  Dax,  Bayonne,  Pau,  Pierrefltte- 
Nestalas,  Bagneres-de-Bigorre,  Bag- 
neres-de-Luchon,  Toulouse,  Paris  (via 
Montauban,  Cahors,  Limoges,  or  via  Fi- 
geac,  Limoges).  (Valid  30  days.) 

1st.  2d.. 

$  32.10  $  24.00 

Frs.  164.50  Frs.  123.00 

1st  Itinerary. — Paris,  Orleans,  Blois, 
Amboise,  Tours,  Chenonceaux,  and  re¬ 
turn  to  Tours,  Loehes,  and  return  to 
Tours,  Langeais,  Saumur,  Angers,  Nan¬ 
tes,  Saint  Nazaire,  Le  Croisic,  Guerande, 
and  return  to  Paris  (via  Blois  or  Ven- 
dome.  or  via  Angers  and  Chartres). 
(Valid  30  days;  can  be  extended  for 
three  periods  of  10  days  by  paying  10 
per  cent  of  the  original  price  for  each 
extension.) 

1st.  2d. 

$  16.78  $  12.29 

Frs.  86.00  Frs.  63.00 

2d  Itinerary. — Paris,  Orleans,  Blois, 
Amboise,  Tours,  Chenonceaux,  and  re¬ 
turn  to  Tours,  Loehes,  and  return  to 
Tours,  Langeais.  and  back  to  Paris  (via 
Blois  or  Vendome).  (Valid  15  days.) 

1st.  2d. 

$  10.54  $  8.00 

Frs.  54.00  Frs.  41.00 


RHINE  TRIPS. 

Provided  the  traveler  does  not  leave 
the  beaten  path,  he  can  make  quite 
extensive  tours  in  the  Rhine  country 
without  a  knowledge  of  German.  If, 
however,  small,  out-of-the-way  places 
are  to  be  visited,  a  knowledge  of  Ger¬ 
man  is  indispensable.  Travelers  should 
avoid  asking  for  things  which  are  un¬ 
known  in  Germany,  as  they  will  thus 
save  themselves  much  trouble  and  ex¬ 


pense.  Cologne  is  the  center  for  ex¬ 
cursions  in  the  Rhine  district,  and  is 
easily  reached  from  London  by  a  num¬ 
ber  of  different  routes,  such  as  the 
Ostend-Ghent  route,  the  Flushing 
route,  the  Hoek  van  Holland,  and  the 
route  by  Calais,  with  its  short  sea 
trip.  Nearly  all  of  the  routes  call  for 
a  journey  of  from  thirteen  to  eighteen 
hours.  The  fares  vary  according  to 
the  distance  and  the  equipment  of  the 
steamer.  Thus,  a  trip  via  Calais  will 
cost  £3  5s.  5d.,  while  the  Hoek  van 
Holland  fares  are  only  £2  12s.  9d., 
first  class.  The  same  rates  prevail  via 
the  Flushing  route.  The  Ostend-Ghent 
route  costs  £2  15s.  The  fares  by  sec¬ 
ond-class  trains  are,  of  course,  very 
much  cheaper ;  thus,  via  Calais  the  ex¬ 
pense  is  £2  6s.  10d.,  and  via  Hoek  van 
Holland  and  Flushing  £1  16s. 

Second-class  passengers  can  travel 
in  the  saloon  of  steamers  crossing  the 
Channel  for  a  small  additional  fee, 
and  the  superior  accommodations,  es¬ 
pecially  if  one  is  ill,  are  appreciated. 
Baggage  can  be  registered  through  to 
destination  at  a  small  fixed  charge, 
which  rarely  exceeds  (id.  per  package. 
Bicycles  may  be  registered  as  ordinary 
baggage  for  a  fee  of  5s.  The  trip  from 
London  to  Cologne  does  not  call  for 
any  special  attention,  as  each  route 
takes  the  traveler  through  important 
places  of  interest. 

For  further  information  about  rail¬ 
ways  to  Germany  see  special  section 
devoted  to  this  subject. 

The  steamboat  service  on  the  Rhine 
dates  from  1827,  and  the  service  is 
performed  to  a  large  extent  by  tbe 
Cologne  and  Dusseldorf  Company.  The 
journey  from  Cologne  to  Mayence  oc¬ 
cupies  about  12%  hours,  while  the  de¬ 
scent  of  the  river  is  made  .  in  7% 
hours.  It  is  possible  to  make  two  or 
three  stops  at  intersecting  points  along 
the  shores  if  an  early  start  is  made 
from  Cologne.  Time  may  be  saved  by 
taking  the  railroad  to  Bonn.  It  is 
a  short  walk  from  the  railroad  to  the 
steamship  wharf. 

Some  travelers  recommend  that  the 
trip  be  made  up  the  Rhine,  while  oth¬ 
ers  consider  that  the  trip  down  the 
Rhine  is  preferable.  At  Mayence  the 
river  is  only  492  yards  wide,  while  at 
Cologne  it  narrows  to  433  yards ;  so 
it  will  be  seen  that  the  river  is  not 
remarkable  for  its  size,  and  does  not 
compare  at  all  favorably  with  the  size 
of  our  own  Hudson  River.  The  dis¬ 
tance  from  Mayence  to  Bingen  is  18% 
English  miles,  from  Binder  to  Coblenz 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


357 


38^4  miles,  from  Coblenz  to  Cologne 
59i/2  rajies.  making  a  total  of  106 
miles.  This  is  about  all  of  the  Rhine 
which  the  average  traveler  sees,  al¬ 
though  he  may  see  it  again  at  Bale, 
or  in  visiting  the  falls  of  the  Rhine 
at  Shaffhausen.  If  you  have  not  se¬ 
cured  you]’  ticket  before  going  on  the 
steamer,  do  so  immediately  at  the 
purser’s  office,  as  otherwise  you  might 
l>e  charged  for  the  entire  distance  trav¬ 
eled  by  the  steamer.  Excellent  meals 
are  provided  on  board,  at  an  expense 
of  about  three  marks,  while  children 


The  hotels  in  the  Rhine  district  are 
about  the  same  as  those  found  in  other 
parts  of  Germany.  Th’e  cost  of  rooms 
varies  from  three  to  five  marks,  the 
cost  of  breakfast  is  from  one  to  one 
and  one-third  marks,  while  the  din¬ 
ners  cost  from  two  to  five  marks.  It 
is  quite  customary  to  call  for  the  hotel 
bill  where  a  stop  of  several  days  is 
being  made,  every  day  or  so,  in  order 
to  avoid  the  fictitious  charges.  The 
traveler  should  not  think  it  strange  if 
some  hotels  present  bills  daily.  It. 
safeguards  against  imposition.  The 


HEIDELBERG 
From  the  Neckar 


are  given  refreshments  at  half  price. 
All  the  steamers  furnish  breakfast  on 
board,  which  is  often  much  pleasanter 
than  taking  a  hurried  meal  at  the  ho¬ 
tel.  Visitors  should  avoid  buying 
worthless  maps,  post-cards,  etc.,  on  the 
steamers.  Everything  of  this  desex-ip- 
tion  can  be  bought  much  better  on 
land. 

The  Rhine  district  is  an  important 
center  of  walking  excursions,  cycling 
and  motor  trips.  The  question  of  mo¬ 
tor  cars  in  Germany  is  refei'red  to 
elsewhere. 


bills,  however,  need  not  be  paid  until 
the  sojourn  has  come  to  a  close.  Bills 
should  always  be  very  carefully  footed, 
as  the  average  German  waiter’s  math¬ 
ematics  is  not  of  the  first  order.  The 
principal  place  of  interest  in  the 
Rhine  country  is  Aix-la-Chapelle,  the 
favorite  abode  of  Charlemagne. 

At  least  two  days  should  be  given 
to  Cologne.  There  are  a  number  of 
good  hotels  in  this  city,  such  as  the 
Dom  Hotel,  the  Kiilner  House,  both 
near  the  station,  and  the  Hotel 
Ernst,  where  the  writer  stopped  some 


358 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


years  ago.  Visitors  should  avoid  pur¬ 
chasing  cologne  water  from  the  wait¬ 
ers  and  chambermaids,  who  are  apt  to 
he  very  insistent  in  making  sales.  This 
famous  specialty  of  Cologne  can  be 
obtained  from  the  Johann  Marie 
Farina,  opposite  the  .Tiilichs-Platz.  The 
principal  attraction  of  Cologne,  which 
is  a  city  of  230,000  inhabitants,  is  the 
Cathedral,  which  is  the  largest  in  the 
world.  Services-  of  valets-de-place 
should  be  discouraged.  Tickets  to 


the  Church  of  St.  Gereon,  and  St. 
Ursula  should  not'be  omitted  ;  also  the 
Museum  of  Industrial  Arts.  Very 
good  little  local  guides  can  be  pur¬ 
chased  for  a  small  sum,  which  will 
give  valuable  information  with  regard 
to  objects  of  interest.  Those  who  wish 
fuller  accounts  of  the  Rhine  country 
should  purchase  Baedeker’s  “Rhine,” 
English  edition,  which  sells  in  this 
country  for  $2.10.  From  Cologne  the 
ascent  of  the  Rhine  should  be  made. 


THE  RHINE 

visit  the  choir  and  for  admission  to 
the  tower  can  be  obtained  from  the 
attendant  at  an  expense  of  1.5  marks 
and  1  mark,  respectively.  The  tow¬ 
ers  are  515  feet  in  height,  and  a  trip 
to  the  top  should  not  be  neglected. 
The  treasury  should  be  visited  by  all 
means,  as  it  contains  many  objects  of 
interest. 

The  Wallaf-Richartz  Museum  should 
also  be  visited.  Among  the  other  ob¬ 
jects  of  interest  are  the  Rathhaus  and 
the  Giirzenich.  The  Apostles’  Church, 


AT  ANDERNACH 

A  small  Rhine  guide  will  give  all  the 
points  of  interest.  If  it  is  possible, 
a  stop  should  be  made  at  Ivdnigswin- 
ter,  from  which  a  funicular  road  goes 
up  to  the  Drachenfels,  which  is  filled 
with  memories  of  the  killing  of  “Faf- 
ner”  by  Siegfried.  A  side  trip  to  the 
Seven  Mountains  ( Siebengebirge)  can 
also  be  made  from  Konigswinter.  The 
trip  will  take  an  entire  day. 

In  subsequent  editions  it  is  possible 
that  new  maps  and  guides  to  the  cas¬ 
tles  on  the  Rhine,  on  a  new  principle, 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


359 


may  be  added.  The  national  monu¬ 
ment  on  the  Niederwald  is  perhaps  the 
most  conspicuous  monument  on  the 
Rhine.  From  Mayence,  which  is  an 
interesting  city,  excursions  may  be 
made  to  Weisbaden,  Trier.  Worms, 
Heidelberg,  Ems  and  Frankfort.  This 
latter  city  should  not  be  omitted  under 
any  circumstances. 

ITALIAN  CIRCULAR  TOURS 

The  following  is  a  list  of  circular 
tours  through  Italy  for  independent 
travelers.  These  tours  can  be  made 
up  in  almost  innumerable  combina¬ 
tions  by  the  large  agencies,  as  Cook, 
International  Sleeping  Car  Company, 
etc.,  by  their  system  of  coupon  tickets. 
They  will,  however,  serve  as  exam¬ 
ples.  Fares  can  be  quoted  upon  ap¬ 
plication  for  any  description  of  tour 
in  Italy.  Thus  Italy  can  be  entered 
at  any  frontier  town  and  can  be  left 
by  the  same  or  any  other  frontier 
town,  commencing  and  ending  at  any 
place  in  Europe  by  any  route  to  meet 
the  requirements  of  residents  on  the 
Continent  as  well  as  of  English  tour¬ 
ists  who  may  be  sojourning  on  the 
Continent  and  are  desirous  of  making 
a  fresh  start.  The  time  limit  of  these 
tickets  is  60  days  beyond  Paris.  When 
issued  in  London,  by  Boulogne  or 
Calais,  the  time  limit  is  75  days,  in¬ 
cluding  the  date  of  stamping  in  Lon¬ 
don.  The  time  limit  by  other  routes 
varies.  The  question  of  baggage  is 
taken  up  under  each  route.  These 
fares  are  subject  to  change  without 
notice,  but  it  is  not  likely  that  they 
will  differ  much,  as  the  figures  were 
accurate  on  December  11,  1909. 

ROUTE  I. 

London,  Taris,  Dijon,  Lyons,  Avignon 
(or  Clermont  Ferrand.  Nimes)  (Cette), 
Marseilles,  Toulon,  Cannes,  Nice,  Mona¬ 
co,  Mentone,  Vintimille  ;  and  one  of  the 
Italian  tours,  as  shown  below,  to  Mo- 
dane.  Thence  Chambery,  Culoz,  Bourg 
(or  Lyons),  Macon,  Dijon,  Paris,  Lon¬ 
don,  or  vice  versa.  (818.) 

Going  via  Soirth  of  France,  returning 
via  Mont  Ccnis. 

Luggage — 56  lbs.  are  allowed  on  Eng¬ 
lish  and  French  railways;  in  Italy  and 
Switzerland  all  registered  luggage  must 
he  paid  for. 

Vintimille,  Genoa,  Alessan¬ 
dria,  Turin,  Modane. 

Via  Boulogne  or  Ca-  £  s.  d. 

lais  . 1st  Class  11  19  9 

2nd  Class  8  15  7 

Via  Dieppe . 1st  Class  10  10  7 

2nd  Class  7  13  3 

Via  Southampton  1st  Class  10  1  1 

2nd  Class  7  6  10 


1302 — Vintimille,  San  Remo, 
Savona.  Genoa,  Milan,  Tu¬ 
rin,  Modane,  or  vice  versa. 


Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 


Via  Southampton  1st  Class 
2nd  Class 
1303 — Vintimille,  San  Remo, 
Savona,  Genoa,  Pisa  (Leg¬ 
horn),  Empoli,  Florence, 
Bologna,  Venice,  Verona, 
Milan,  Turin,  Modane,  or 


vice  versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 


Via  Southampton  1st  Class 
2nd  Class 
1304 — Vintimille,  San  Remo, 
Savona,  Genoa,  Pisa  (Leg¬ 
horn),  Civita  Vecchia, 
Rome,  Foligno  (or  Chiusi), 
Florence,  Bologna.  Venice, 
Padua,  Verona,  Milan,  Tu¬ 
rin,  Modane,  or  vice  versa. 


Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

•  2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 


Via  Southampton  1st  Class 
2nd  Class 

1305 —  Vintimille,  San  Remo, 

Savona,  Genoa,  Pisa  (Leg¬ 
horn),  Civita  Vecchia, 

Rome,  Naples,  Rome,  Fo¬ 
ligno  (or  Chiusi),  Florence, 
Bologna,  Venice,  Padua, 
Verona,  Milan,  Turin,  Mo¬ 
dane,  or  vice  versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 

1306 —  Vintimille,  San  Remo, 
Savona,  Genoa,  Pisa,  Em¬ 
poli,  Florence,  Lucca,  Pisa 
(Leghorn),  Civita  Vecchia, 
Rome,  Naples,  Foggia,  An¬ 


cona,  Bologna,  Venice, 
-  Padua,  Verona,  Milan,  Tu¬ 
rin,  Modane,  or  vice 
versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 


Via  Southampton  1st  Class 
2nd  Class 
1308d — Extension  of  1305  to 
Sicily  : — From  Naples  to 
Palermo,  Catania.  Messina, 
Reggio,  Metaponto,  Naples. 

This  extension  must  be 
decided  upon  at  time  of 
booking. 


£  s.  d. 
12  10  11 
9  3  6 

11  1  8 
8  1  1 
10  12  3 

7  14  8 


14  19  3 

10  13  1 

13  10  0 

9  10  8 

13  0  7 

9  4  3 


15  17  0 

11  5  3 

14  7  9 

10  2  10 
13  18  4 

9  16  5 


16  9  6 

11  13  7 

15  0  3 

10  11  1 
14  10  10 
10  4  9 


16  13  10 
11  16  7 

15  4  7 

10  14  0 

14  15  1 

10  7  8 


360  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Via  Boulogne 

or 

Ca- 

£ 

S. 

d. 

lais  . 

Class 

19 

0 

3 

2nd 

Class 

13 

6 

4 

Via  Dieppe . 

.  1  st 

Class 

17 

11 

1 

2nd 

Class 

12 

3 

10 

Via  Southampton  1st 

Class 

17 

1 

7 

2nd 

Class 

11 

17 

6 

ROUTE  III. 

London,  Paris,  Dijon,  Lyons,  Avignon 
(or  Clermont  Ferrand,  Nimes)  (Cette), 
Marseilles,  Toulon,  Cannes,  Nice,  Mona¬ 
co,  Mentone,  Vintimille  ;  and  one  of  the 
Italian  tours  as  shown  below,  to  Chias- 
so.  Thence  Bellinzona,  Airolo,  Goesche- 
nen  (for  Andermatt),  Fluelen,  Arth  Gol- 
dau  (for  the  Rigi),  Lucerne,  Bale,  Delle 
(or  Mulhaus),  Belfort,  Troyes,  Paris, 
London,  or  vice  versa.  (820.) 

Going  via  South  of  France,  returning 
via  Ghiasso  and  St.  Gothard. 
Luggage — 56  lbs.  are  allowed  on  Eng¬ 
lish  and  French  railways  ;  in  Italy  and 
Switzerland  all  registered  luggage  must 
be  paid  for. 

1383 —  Vintimille,  San  Remo, 

Savona.  Genoa,  Turin,  No¬ 
vara,  Milan,  Chiasso,  or 
vice  versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 

1384 —  Vintimille,  San  Remo, 

Savona,  Genoa,  Spezia, 

Pisa  (Leghorn),  Empoli, 

Florence,  Bologna,  Piacen¬ 
za,  Milan,  Chiasso,  or  vice 
versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 

1385 —  Vintimille,  San  Remo, 

Savona,  Genoa,  Pisa  (Leg¬ 
horn),  Empoli,  Florence, 

Bologna,  Venice,  Verona, 

Milan,  Chiasso,  or  vice 
versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 

1386 —  Vintimille,  San  Remo, 

Savona,  Genoa,  Pisa  (Leg¬ 
horn),  Civita  Vecchia. 

Rome,  Foligno  (or  Chi- 
usi),  Florence,  Bologna, 

Venice,  Padua,  Verona,  Mi¬ 
lan,  Chiasso,  or  vice  versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 


ROUTE  V. 

London,  Paris,  Dijon,  Lyons  (or  Cler¬ 
mont  Ferrand,  Vichy),  or  Macon,  Culoz, 
Modane  ;  any  one  of  the  Italian  tours  as 
shown  below,  to  Chiasso.  Thence  Bellin¬ 
zona,  Airolo,  Goeschenen  (for  Ander¬ 
matt),  Fluelen,  Arth  Goldau  (for  the 
Rigi),  Lucerne,  Bale,  Delle  (or  Mul¬ 
haus),  Belfort,  Troyes,  Paris,  London, 
or  vice  versa.  (822.) 

Going  via,  Mont  Cenis,  returning  via 
Chiasso  and  St,  Gothard. 

Luggage — 56  lbs.  are  allowed  on  Eng¬ 
lish  and  French  railways;  in  Italy  and 
Switzerland  all  registered  luggage*  must 
be  paid  for. 

1392 —  Modane,  Turin,  Ales¬ 
sandria,  Genoa,  Spezia 
Pisa  (Leghorn),  Empoli, 

Florence,  Bologna,  Piacen¬ 
za,  Milan,  Chiasso,  or  vice 

versa. 

Via  Boulogne  or  Ca- 

Lais  . 1st  Class 

2nd  ('lass 

Via  Dieppe . 1st  ('lass 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 

1393 —  Modane,  Turin,  Ales¬ 
sandria.  Genoa,  Pisa  ( Leg¬ 
horn),  Empoli,  Florence, 

Bologna,  Venice,  Verona, 

Milan,  Chiasso,  or  vice 
versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 

1394 —  Modane,  Turin,  Ales¬ 

sandria,  Genoa,  Pisa  (Leg¬ 
horn),  Civita  Vecchia. 

Rome,  Foligno  (or  Chi- 
usi),  Florence.  Bologna, 

Venice,  Padua.  Verona,  Mi¬ 
lan,  Chiasso,  or  vice 
versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 

1395 —  Modane,  Turin,  Ales¬ 
sandria,  Genoa,  Pisa  (Leg¬ 
horn),  Civita  Vecchia, 

Rome,  Naples,  Rome,  Fo¬ 
ligno  (or  Chiusi),  Flor¬ 
ence,  Bologna,  Venice, 

Padua,  Verona,  Milan, 

Chiasso.  or  vice  versa. 

Via  Boulogne  or  Ca¬ 
lais  . 1st  Class 

2nd  Class 

Via  Dieppe . 1st  Class 

2nd  Class 
Via  Southampton  1st  Class 
2nd  Class 
1398d — Extension  of  1395  to 
Sicily  : — From  Naples  to 
Palermo,  Catania,  Mes- 


£  s.  d. 
12  17  5 

9  10  1 

11  8  1 
S  7  5 

10  18  6 
8  1  1 


14  1  0 

10  6  7 

12  11  8 
9  3  11 

12  2  1 
8  17  7 


14  16  2 

10  16  7 

13  6  10 

9  14  0 

12  17'  3 
9  7  7 


16  1  8 
11  10  7 

14  12  4 

10  8  0 
14  2  9 

10  1  7 


£  s.  d. 
13  13  3 

10  0  4 

12  3  10 

8  17  9 

1114  4 

8  11  4 


14  8  2 

10  7  10 

12  18  9 

9  5  3 

12  9  3 

8  18  10 


15  8  7 

11  0  8 
13  19  3 

9  18  1 

13  9  8 

9  11  8 


16  1  1 
11  9  0 

14  11  8 

10  6  4 

14  2  2 

10  0  0 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI 


361 


sina,  Iieggio,  Metaponto, 

Naples. 

This  extension  must  be 

decided  upon  at  the  time 

of  booking. 

Via  Boulogne  or  Ca-  £  s.  d. 

lais  . 1st  Class  18  13  9 

2nd  Class  13  3  0 

Via  Dieppe . 1st  Class  17  4  5 

2nd  Class  12  0  4 

Via  Southampton  1st  Class  1G  14  11 
2nd  Class  11  14  0 

SPAIN  AND  PORTUGAL 
The  following  is  a  list  of  circular- 
tour  trips  through  Spain  and  Portu¬ 
gal,  entering  both  from  the  south  and 
north.  It  is  not  probable  that  these 
rates  will  change,  but  it  is  possible 
that  kilometrical  or  mileage  tickets 
may  change.  Information  on  this 
subject  can  be  had  by  addressing  the 
International  Sleeping  Car  Company, 
281  Fifth  Avenue,  corner  Thirtieth 
Street,  New  York  City.  It  is  not 
likely  that  the  changes,  if  any,  will  be 
material. 

ENTERING  FROM  TIIE  SOUTH. 
First  Itinerary — Gibraltar,  Algeeiras, 
Honda,  Granada,  Malaga,  Jaen,  Alcazar, 
Madrid,  Toledo.  Cordoba,  Sevilla,  Jerez, 
Cadiz,  Bobadilla,  Itonda,  and  back  to 
Gibraltar,  or  vice  versa.  47.35.  Limit, 
45  days.  Distance,  2.431  kilometers. 

Second  Itinerary. — Gibraltar,  Algeci- 
ras,  Honda,  Granada.  Malaga,  Sevilla, 
Cordoba,  Bobadilla.  Rotula.  and  back 
to  Gibraltar,  or  vice  versa.  $29.20. 
Limit,  35  days.  Distance,  1,415  kilo¬ 
meters. 

Third  Itinerary. — Gibraltar,  Algeci- 
ras,  Ronda,  Granada.  Malaga,  Jaen.  Al¬ 
cazar,  Madrid.  Toledo,  Cordoba,  Sevilla, 
Jerez,  and  Cadiz,  or  vice  versa.  $37.85. 
Limit,  40  days.  Distance,  1,994  kilo¬ 
meters. 

Fourth  Itinerary. — Gibraltar,  AigecI- 
ras,  Ronda.  Bobadilla,  Granada,  Malaga, 
Cordoba,  Sevilla.  Jerez,  and  Cadiz,  or 
vice  versa.  $19.65.  Limit,  25  days. 
Distance,  978  kilometers. 

Fifth  Itinerary. — Malaga,  Bobadilla, 
Granada,  La  Roda,  Marchena,  Moron, 
Utrera,  Jerez,  Sanlucar,  Cadiz,  Sevilla, 
Cordoba.  Belmez,  Almorchon,  Radajoz 
(or  Sevilla.  Tocina.  Merida,  Badajozl. 
Ciudad  Real,  Manzanares,  Cordoba,  and 
Malaga,  or  vice  versa.  First  class, 
$39.19.  Limit,  45  days.  Distance  2,416 
kilometers. 

ENTERING  FROM  THE  NORTH. 
Sixth  Itinerary. — Frontier  of  Port- 
Rou-Cerbere,  Barcelona,  Zaragoza,  Ma¬ 
drid,  Medina  del  Campo,  Valladolid, 
Burgos,  Vitoria,  San  Sebastian,  and 
frontier  of  Irun-Hendaya,  or  vice  versa. 
First  class,  $24.15.  Limit,  60  days.  Dis¬ 
tance,  1,521  kilometers. 

Seventh  Itinerary. — Frontier  of  Port- 
Bou-Cerbere,  Barcelona,  Tarragona,  Va¬ 
lencia,  Encina,  Madrid,  Medina  del  Cam¬ 
po,  Valladolid.  Burgos,  Vitoria,  San  Se¬ 
bastian  and  frontier  of  Irun-FIendaya, 


or  vice  versa.  First  class,  $26  25. 
Limit,  60  days.  Distance,  1.682  kilo¬ 
meters. 

Eighth  Itinerary. — Frontier  of  Port- 
Bou-Cerbere,  Barcelona,  Zaragoza,  Ma¬ 
drid,  Alcazar,  Cordoba,  Sevilla,  Merida, 
Radajoz,  Ciudad  Real,  Madrid,  Medina 
del  Campo,  Valladolid,  Burgos,  Vitoria, 
San  Sebastian,  and  the  frontier  of  Irun- 
Hendaya,  or  vice  versa.  First  class, 
$45.85.  Limit,  90  days.  Distance, 
2,904  kilometers. 

Ninth  Itinerary. — Frontier  of  Port- 
Bou-Cerbere,  Barcelona,  Tarragona.  Va¬ 
lencia,  Encina,  Alcazar,  Cordoba,  Sevil¬ 
la,  Merida,  Badajoz,  Ciudad  Real,  Ma¬ 
drid,  Medina  del  Campo,  Valladolid, 
Burgos,  Vitoria,  San  Sebastian,  and 
frontier  of  Irun-Hendaya,  or  vice  versa. 
First  class,  $43.45.  Limit,  90  days. 
Distance,  2,768  kilometers. 

Tenth  •Itinerary. — Frontier  of  I’ort- 
Bou-Cerbere,  Barcelona,  Zaragoza,  Ma¬ 
drid,  Alcazar,  Cordoba,  Bobadilla.  Gra¬ 
nada,  Malaga,  La  Roda,  Utrera,  Sevilla, 
Merida,  Badajoz,  Ciudad  Real,  Madrid, 
Medina  del  Campo,  Valladolid,  Burgos, 
Vitoria,  San  Sebastian,  and  frontier  of 
Irun-Hendaya,  or  vice  versa.  First 
class,  $57.00.  Limit,  120  days.  Dis¬ 
tance,  3,455  kilometers. 

Eleventh  Itinerary. — Madrid.  Avila  o 
Segovia,  Medina  del  Campo,  Valladolid. 
Palencia,  Leon,  Coruna.  Monforte, 
Orense,  Pontevedra.  Itedondela,  Vigo, 
Valenca  do  Minho,  Oporto,  Coimbra.  En- 
troncamento,  Lisboa,  Valencia  de  Alcan¬ 
tara,  Caceres,  Talavera  de  la  Reina,  and 
Madrid,  or  vice  versa.  First  class, 
$34.25.  Limit,  60  days.  Distance, 
2,424  kilometers. 

The  above-named  trips  are  for  indi¬ 
vidual  tickets  permitting  stop-overs  at 
all  points  en  route  within  limit. 

They  have  been  selected  and  arranged 
to  afford  the  maximum  of  sight-seeing 
at  a  minimum  cost. 

Other  trips  will  be  planned  if  desired. 
Complete  information  given  on  request. 

KILOMETRICAL  OR  MILEAGE 
TICKETS. 

Special  kilometrical  or  mileage  tickets 
are  issued,  good  on  all  the  principal 
railways  of  Spain,  at  greatly  reduced 
rates,  as  follows  : 

For  2,000  kilometers  up  to  12,000  kil¬ 
ometers. 

Some  of  the  rates  for  these  books  are 
as  follows  : 


Kilo¬ 

First 

Second 

meters 

Class 

Class 

2,000 

$33.22 

$24.42 

Good 

for 

3 

mo. 

2,600 

43.12 

31.68 

Good 

for 

3 

mo. 

3,200 

53.02 

38.94 

Good 

for 

3 

mo. 

3.800 

62.92 

46.00' 

Good 

for 

4 

mo. 

4,400 

69.92 

52.49 

Good 

for 

4 

mo. 

5.000 

77.22 

58.52 

Good 

for 

5 

mo. 

6,000 

89.98 

68.86 

Good 

for 

6 

mo. 

7.000 

101.86 

78.76 

Good 

for 

7 

mo. 

8.000 

112.86 

88.22 

Good 

for 

8 

mo. 

9.000 

124.96 

96.24 

Good 

for 

9 

mo. 

10,000 

136.62 

105.82 

Good 

for 

10 

mo. 

1 1 .000 

145.84 

113.96 

Good 

for 

11 

mo. 

12,000 

158.62 

121.66 

Good 

for 

12 

mo. 

362 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


They  are  limited  from  three  to  twelve 
months,  as  shown  above,  and  the  books 
of  3,200  kilometers  may  be  used  for  two, 
3,800  for  three,  4,400  for  four  and  5,000 
and  more  for  five  members  of  the  same 
family. 

PERSONALLY-CONDUCTED 
TRIPS  TO  THE  ORIENT 

The  following  are  spring  tours  to 
China  and  Japan,  and  a  tour  around 
the  world  by  way  of  the  Trans- 
Siberian  Railway.  As  these  tours  will 
be  started  prior  to  the  publication  of 
this  book  they  must  be  looked  upon 
only  as  what  can  be  offered  in  the 
way  of  a  personally-conducted  tour  to 
the  Orient  and  around  the  world. 

TOURS  TO  EGYPT,  THE  NILE,  AND 
HOLY  LAND. 

The  fares  for  the  following  tours  in¬ 
clude  all  traveling  expenses,  of  high- 
class  character,  and  on  a  very  liberal 
scale.  Similar  tours  for  1911  will  be 
offered  probably  at  about  the  same  rates. 
Consult  the  tourist  agencies. 

TOUR  NO.  1. 

Section  /.—From  New  York  on  Wednes¬ 
day,  January  5,  1910,  by  White  Star 
Line  S.  S.  “Cedric.”  Section  II. — From 
New  York  on  Saturday,  January  8. 
1910,  by  Cunard  Line  S.  S.  “Caronia.” 

Route. — New  York,  Azores,  Madeira, 
Gibraltar,  Genoa,  Naples,  Alexandria, 
Cairo,  Three  Weeks  on  the  Nile.  Cairo, 
Port  Said.  Jaffa,  Jerusalem,  Bethlehem, 
Jericho,  the  Jordan,  Dead  Sea,  Jaffa, 
Beyrout,  Damascus,  Baalbec,  Beyrout, 
Rhodes,  Smyrna.  Constantinople,  Pi¬ 
raeus,  Athens,  Messina,  Naples,  New 
York  or  Boston. 

Inclusive  fare,  S.  S.  “Cedric,”  $1,145  ; 
S.  S.  “Caronia,”  $1,130. 

TOUR  NO.  2. 

Sailing  from  New  York  on  Saturday, 
January  22,  1910,  by  Cunard  Line 

Steamship  “Carmania.” 

Route. — New  York,  Azores,  Madeira, 
Gibraltar,  Genoa,  Naples,  Alexandria, 
Cairo,  Three  Weeks  on  the  Nile,  Cairo, 
Port  Said,  Jaffa,  Jerusalem,  Bethlehem, 
Jordan.  Dead  Sea,  Jaffa,  Haifa.  Naza¬ 
reth,  Tiberias,  Capernaum.  Damascus. 
Baalbec,  Beyrout,  Constantinople,  Ti- 
rseus,  Athens.  Naples.  New  York. 

Inclusive  fare,  $1,245. 

TOUR  NO.  3. 

Sailing  from  New  York  on  Wednes¬ 
day,  February  2,  1910,  by  White  Star 
Line  Steamship  “Celtic.” 

Route. — New  York,  Azores,  Madeira, 
Gibraltar,  Genoa,  Naples,  Alexandria, 
Cairo,  Three  Weeks  on  the  Nile,  Cairo. 
Port  Said,  Jaffa.  Twenty-seven  Days’ 
Tour  in  the  Holy  Land  (visiting  Jeru¬ 
salem,  Bethlehem,  Jordan,  Jericho,  Naza¬ 
reth,  Damascus,  Baalbec,  etc.),  Beyrout, 
Rhodes,  Smyrna,  Constantinople,  Athens, 


Catania,  Naples,  Gibraltar,  New  York  or 
Boston. 

Inclusive  fare,  $1,145. 

TOUR  NO.  4. 

Sailing  from  New  York  on  Saturday, 
February  19,  1910,  by  Cunard  Line 

Steamship  “Caronia.” 

Route. — -New  York,  Azores,  Madeira, 
Gibraltar,  Genoa,  Naples,  Alexandria, 
Cairo,  The  Nile  to  Assuan  and  Return, 
Port  Said,  Jaffa,  Twenty-seven  Days’ 
Tour  in  the  Holy  Land  (visiting  Jeru¬ 
salem,  Bethlehem,  Jordan,  Jericho,  Naz¬ 
areth,  Damascus,  Baalbec,  etc.),  Bey¬ 
rout,  Rhodes,  Smyrna,  Constantinople, 
Athens,  Catania,  Nanles,  New  York. 

Inclusive  fare,  $1,050. 

TOUR  NO.  5. 

Sailing  from  New  York  on  Saturday, 
February  19,  1910,  by  Cunard  Line 

Steamship  “Caronia.” 

Route.— New  York,  Azores,  Madeira, 
Gibraltar,  Genoa,  Naples,  Alexandria, 
Cairo,  the  Nile  to  Luxor  and  return  to 
Cairo,  Port  Said,  Jaffa,  Jerusalem.  Beth¬ 
lehem,  Dead  Sea,  Jordan,  Jaffa,  Alexan¬ 
dria,  Smyrna.  Constantinople.  Piraeus, 
Athens,  Patras,  Corfu,  Brindisi,  Naples, 
New  York. 

Inclusive  fare,  $825. 

TOUR  NO.  6. 

Sailing  from  New  York  on  Saturday, 
March  5,  1910,  by  Cunard  Line  Steam¬ 
ship  “Carmania.” 

Route. — New  York,  Azores,  Madeira, 
Gibraltar,  Genoa,  Naples,  Alexandria, 
Cairo,  Port  Said,  Jaffa,  Jerusalem,  Beth¬ 
lehem.  Dead  Sea,  Jordan.  Jaffa.  Alexan¬ 
dria.  Smyrna,  Constantinople,  Athens, 
Corfu.  Brindisi,  Naples,  New  York. 

Inclusive  fare,  $795. 

WINTER  TOURS  TO  ITALY,  THE 
RIVIERA.  TANGIER,  SPAIN, 
ETC. 

Select  Conducted  Parties.  All  Expenses 
Included. 

TOUR  NO.  7. 

Leave  New  York  on  Wednesday,  Jan¬ 
uary  5,  1910,  by  White  Star  Line  Steam¬ 
ship  “Cedric.” 

Route. — New  York,  Azores.  Madeira, 
Gibraltar,  Genoa,  Nice.  Monte  Carlo, 
Cannes,  Genoa,  Milan,  Venice,  Florence, 
Rome,  Naples  (Pompeii,  Vesuvius,  Ca¬ 
pri),  New  York. 

Arrive  at  New  York  Monday,  Feb¬ 
ruary  28,  1910. 

Tour  of  55  days,  $435. 

TOUR  NO.  8. 

Leave  New  Yrork  on  Saturday,  Janu¬ 
ary  22.  1910,  by  Cunard  Line  Turbine 
Steamship  "Carmania.” 

Route. — New  York,  Azores,  Madeira, 
Genoa,  Naples  (Pompeii,  Vesuvius), 
Rome,  Florence.  Venice,  Milan,  Genoa, 
Nice,  Monte  Carlo,  Paris,  Boulogne, 
Folkestone,  London,  New  York. 

Arrive  at  New  York,  Monday,  March 
21.  1910. 

Tour  of  59  days,  $475. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


363 


TOUR  NO.  9. 

Leave  New  York  on  Saturday,  Feb¬ 
ruary  12,  1910,  by  North  German  Lloyd 
Steamship  “Konig  Albert,”  or  from  Bos¬ 
ton  on  the  same  date,  by  White  Star 
Line  Steamship  “Canopic.” 

Route. — New  York,  Gibraltar,  Algiers. 
Naples  (or  Boston,  Azores,  Gibraltar, 
Algiers,  Naples)  (Pompeii.  Vesuvius), 
Rome,  Florence.  Venice,  Milan,  Genoa, 
Nice,  Monte  Carlo,  Paris,  Boulogne, 
Folkestone,  London.  New  York. 

Arrive  New  York,  Monday,  April  4, 
1910. 

Tour  of  52  days  by  S.  S.  “Konig  Al¬ 
bert,”  $465 :  tour  of  52  days  by  S.  S. 
“Canopic,”  $460. 


TOUR  NO.  10. 

Leave  New  York  on  Saturday,  March 
5.  1910,  by  Cunard  Line  Steamship 

"Carmania.” 

Route. — New  York,  Azores,  Madeira, 
Gibraltar,  Genoa,  Naples  (Pompeii,  Ve¬ 
suvius),  Rome,  Florence,  Venice,  Milan, 
Genoa,  Nice,  Monte  Carlo.  Paris,  Bou¬ 
logne,  Folkestone,  London,  New  York. 

Arrive  at  New  York  Monday,  April 
25.  1910. 

Tour  of  52  days,  $460. 


TOUR  NO.  11. 

Leave  Boston  on  Saturday,  March  12, 
1910,  by  White  Star  Line  Steamship 
"Cretic.” 

Route. — Boston,  Azores,  Madeira,  Gib¬ 
raltar,  Tangier,  Cadiz,  Seville.  Cordo¬ 
va,  Granada  (the  Alhambra),  Gibraltar, 
Naples  (Pompeii,  Vesuvius),  Rome, 
Florence.  Venice,  Milan,  Genoa,  Nice, 
Monte  Carlo,  Paris,  Boulogne,  Folke¬ 
stone,  London,  New  York. 

Arrive  at  New  York  Monday,  May  6. 
1910. 

Tour  of  66  days,  $565. 


TOUR  NO.  12. 

Leave  New  l'ork  on  Saturday,  March 
26.  1910.  by  North  German  Lloyd  Steam¬ 
ship  “Konig  Albert”  and  from  Boston  by 
White  Star  Line  Steamship  “Canopic” 
on  Thursday.  March  24,  1910. 

Route. — New  York,  Algiers  (or  Bos¬ 
ton,  Azores,  Madeira,  Gibraltar,  Algiers), 
Naples  (I’ompeii,  Vesuvius),  Rome, 
Florence,  Venice,  Milan,  Genoa,  Nice, 
Monte  Carlo,  Paris.  Boulogne,  Folke¬ 
stone,  London,  New  York. 

Arrive  at  New  York  Monday,  May  6. 
1910. 

Tour  of  52  days  by  S.  S.  “Konig  Al¬ 
bert,”  $465  :  tour  of  54  days  by  S.  S. 
“Canopic,”  $470. 


TOUR  14.  CHINA,  INCLUDING  MAN¬ 
CHURIA.  KOREA  AND  JAPAN. 

Sail  from  San  Francisco  on  Tuesday, 
February  15,  1910,  by  the  Toyo  Kisen 
Kaisha  turbine  steamship  “Chiyo 
Maru.” 

Route.— San  Francisco,  Honolulu,  Yo¬ 
kohama.  Kobe,  the  Inland  Sea,  Naga¬ 
saki.  Hong  Kong  (Canton.  Macao,  etc.), 
Shanghai,  Hankow,  Peking,  Shanliai- 
kwan,  Newchwang,  Dalny,  Port  Arthur, 


Chemulpo,  Seoul,  Fusan,  Shimonoseki, 
Miyajima,  Onomichi,  Kobe,  Hyogo, 
Osaka,  Kyoto,  Nara,  Yamada  in  Ise, 
Nagoya,  Shidzuoka,  Miyanoshita,  Tokyo, 
Nikko,  Yokohama  (Enoshima,  Kama¬ 
kura,  etc.),  Honolulu,  San  Francisco. 

Due  to  arrive  San  Francisco  Friday, 
June  17,  1910. 

Cost  of  membership,  $1,225. 

TOUR  15.  CHINA  AND  JAPAN. 

Sail  from  San  Francisco  on  Tuesday, 
February  15,  1910,  by  Toyo  Kisen  Kai¬ 
sha  turbine  steamship  “Chiyo  Maru.” 

Route. — Honolulu,  Yokohama,  the  In¬ 
land  Sea,  Nagasaki,  Shanghai,  Ilong 
Kong  (Canton,  Macao,  etc.),  Shanghai, 
Nagasaki,  Kobe,  Miyajima,  Osaka,  Ky¬ 
oto,  Nara,  Yamada  in  Ise,  Futami,  Na¬ 
goya.  Shidzuoka,  Miyanoshita,  Tokyo, 
Nikko,  Yokohama,  Honolulu,  San  Fran¬ 
cisco. 

Due  to  arrive  San  Francisco  Friday, 
May  20,  1910. 

Cost  of  membership,  $875. 

TOUR  16.  JAPAN. 

Sail  from  San  Francisco  on  Tuesday. 
March  8,  1910,  by  the  Pacific  Mail 

Steamship  Company’s  steamship  “Mon¬ 
golia.” 

Route. — San  Francisco,  Honolulu,  Yo- 
kahama,  Kobe,  Miyajima,  Osaka,  Ky¬ 
oto,  Nara,  Yamada  in  Ise,  Futami,  Na¬ 
goya,  Shidzuoka,  Miyanoshita,  Tokyo, 
Nikko,  Yokohama,  Honolulu,  San  Fran¬ 
cisco. 

Due  to  arrive  San  Francisco  Friday, 
May  20,  1910. 

Cost  of  membership,  $700. 

TOUR  17.  A  NEW  WAY  AROUND 
THE  WORLD. 

By  the  Trans-Siberian  Railway. 

Sail  from  San  Francisco  on  Tuesday, 
March  8,  1910,  by  the  Pacific  Mail 

Steamship  Company’s  steamship  “Mon¬ 
golia.” 

Route. — San  Francisco,  Honolulu,  Yro- 
kohama,  Kobe,  Hyogo,  Osaka,  Kyoto,  Ya¬ 
mada  in  Ise,  Futami,  Nagoya,  Shidzuo¬ 
ka,  Miyanoshita.  Tokyo,  Nikko,  Yokoha¬ 
ma,  Onomichi,  the  Inland  Sea,  Miyaji¬ 
ma,  Shimonoseki.  Fusan,  Seoul,  Naga¬ 
saki.  Manila  (Philippines),  Hong  Kong 
(Canton,  Macao),  Shanghai,  Hankow, 
Peking,  Tientsin.  Shanghaikwan.  New¬ 
chwang,  Dalny,  Port  Arthur,  Mukden. 
Kwanchengtzu,  Harbin,  across  Siberia 
to  Irkutsk,  Moscow.  St.  Petersburg. 
Warsaw,  Berlin,  Hamburg.  New  York. 

Due  to  arrive  at  New  York  Saturday, 
July  23,  1910. 

Cost  of  membership.  $1,985. 

EGYPTIAN  TOURS— GERMAN 
SERVICE 

DESCRIPTION  OF  20  DAYS’  NILE  TRIP 
1st  day — Leave  Kasr-el-Nil  Bridge,  Cairo, 
at  10  a.  m.  Visit  to  Memphis 
and  Sakhara  during  afternoon. 

2d  “  — Pass  Pyramid  of  Meydoom  and 
Beni  Sooef. 

3d  “  - — Excursions  to  Tombs  at  Beni 
Hassan. 


30  4 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


4th  day— Arrive  Assiout. 

5th  “  — Visit  to  places  of  interest  in  and 
around  Assiout. 

6th  “  — Sail  to  Denderah. 

7th  “  — Excursion  to  the  wonderfully  pre¬ 
served  Temple  of  Denderah. 

8th  “  f  Will  be  spent  visiting  the  highly 
9th  “  t  interesting  Temples  and  Tombs 
10th  “  (  clustering  in  and  around  Luxor. 

11th  “  - — Excursion  to  the  Temple  at  Edfou. 
12th  “  — Arrive  at  Assouan  early  afternoon. 
12th  “  — Visit  the  famous  Island  of  Philae, 
with  its  numerous  archaeologi¬ 
cal  treasures,  and  to  the  Cata¬ 
ract. 

14t,h  “  — Excursion  to  the  Tombs  at  As¬ 

souan. 

15th  “  — The  Temple  of  Esneh  will  be 
visited,  afternoon  at  Luxor. 
16th  “  — Sail  to  Baliana. 

17th  “  — Excursion  to  the  Temples  of  Seti 
and  Rameses  II.  at  Abydos. 

18th  “  — Short  stay  at  Assiout. 

19th  “  — Sail  to  Minieh. 

20th  “  — Arrive  Cairo. 

The  Cook  Company  also  have  a  fine  line  of 
Steamers  and  they  issue  special  programmes 
which  can  be  supplied  by  the  New  York 
Office,  Thos.  Cook  &  Son,  245  Broadway, 
New  York  City. 

ROUND  THE  WORLD  TOURS. 
Tickets  around  the  world  are  issued 
by  the  Peninsular  &  Oriental  Steam¬ 
ship  Company's  New  York  office,  281 
Fifth  Avenue,  at  the  following  terms : 

Tour  One. 

Across  the  Atlantic  by  any  trans-At¬ 
lantic  line  to  London  ;  from  London  to 
I  long  Kong  via  Gibraltar,  Marseilles. 
Port  Said.  Suez,  Aden,  Colombo,  Penang, 
and  Singapore  by  P.  &  O.  S.  N.  Com¬ 
pany  :  from  Hong  Kong  to  Vancouver 
via  Shanghai,  Nagasaki,  Kobe,  and  Yo¬ 
kohama  by  Canadian  Pacific  Royal  Mail 
Steamship  Line  ;  from  Vancouver  to  New 
York  via  Montreal  or  Minneapolis  and 
Chicago,  $610.00. 

Tour  Two. 

Same  as  above  except  that  Pacific 
Mail  Steamship  Company,  or  Occidental 
&  Oriental  Steamship  Company,  or  To- 
yo  Kisen  Kaisha  steamers  are  used  be¬ 
tween  Hong  Kong  and  San  Francisco 
via  Honolulu,  and  any  transcontinental 
line  except  the  Canadian  Pacific  between 
San  Francisco  and  New  York,  $610.00. 

Tour  Three. 

Came  as  above,  except  that  Great 
Northern  Steamship  Company  is  used 
between  Hong  Kong  and  Seattle  via 
Shanghai,  Nagasaki,  Kobe,  and  Yoko¬ 
hama,  and  from  Seattle  to  New  York  via 
any  transcontinental  line,  $610.00. 

Tour  Four. 

Same  as  above,  except  that  the  Bos¬ 
ton  Steamship  Company  or  the  Nippon 
Yusen  Kaisha  is  used  between  Hong 
Kong  and  Seattle  via  Shanghai,  Naga¬ 
saki.  Kobe,  and  Yokohama  :  Seattle  to 
New  York  via  any  transcontinental  line, 
$580.00 


Tour  Five. 

Choice  of  trans-Atlantic-  steamship 
lines  New  York  to  London :  P.  &  O., 
London  to  Sydney  via  Gibraltar,  Mar¬ 
seilles,  Port  Said,  Aden,  Colombo,  Fre¬ 
mantle,  Adelaide,  and  Melbourne  ;  China 
Navigation  Company,  Eastern  &  Aus¬ 
tralian  Company,  or  Nippon  Yusen  Kai¬ 
sha  from  Sydney  to  Hong  Kong  via  the 
Torres  Straits  and  Queensland  Ports : 
Canadian  Pacific  Company's  Royal  Mail 
Steamship  Line,  Hong  Kong  to  Vancou¬ 
ver  via  Shanghai,  Nagasaki,  Kobe,  and 
Yokohama  ;  Vancouver  to  New  York  via 
Montreal  or  Minneapolis  and  Chicago, 
$764.00. 

Tour  Six. 

Same  as  above,  except  that  the  Pa¬ 
cific  Mail  Steamship  Company,  Occiden¬ 
tal  &  Oriental  Steamship  Company,  or 
the  Toyo  Kisen  Kaisha  is  used  between 
Hong  Kong  and  San  Francisco,  and  any 
transcontinental  line  except  the  Cana¬ 
dian  Pacific  between  San  Francisco  and 
New  York,  $764.00. 

Tour  Seven. 

Same  as  above,  except  that  the  Great 
Northern  Steamship  Company  is  used 
between  Hong  Kong  and  Seattle,  and 
any  transcontinental  railroad  between 
Seattle  and  New  York,  $764.00. 

Tour  Eight. 

Same  as  above,  except  that  the  Bos¬ 
ton  Steamship  Company  or  the  Nippon 
Yusen  Kaisha  is  used  between  Iloug 
Kong  and  Seattle  via  Shanghai,  Naga¬ 
saki!  Kobe,  and  Yokohama,  and  any 
transcontinental  railroad  between  Se¬ 
attle  and  New  York,  $734.00. 

Tour  Nine. 

Choice  of  trans-  Atlantic  lines  New 
York  to  London ;  P.  &  O.,  London  to 
Sydney  via  Gibraltar.  Marseilles,  Port 
Said,  Suez,  Aden,  Colombo,  Fremantle, 
Adelaide,  and  Melbourne:  Canadian  Aus¬ 
tralian  Royal  Mail  Steamship  Line,  Syd¬ 
ney  to  Vancouver  via  Brisbane,  Suva 
(Fiji  Islands),  and  Honolulu:  Vancou¬ 
ver  to  New  York  via  Montreal  or  Min¬ 
neapolis  and  Chicago,  $632.70. 

Tour  Ten. 

Same  as  above,  except  that  the  Oce¬ 
anic  Steamship  Company  is  used  be¬ 
tween  Sydney  and  San  Francisco  via 
Auckland,  Samoa,  and  Honolulu,  and 
any  transcontinental  line  except  the  Ca¬ 
nadian  Pacific  from  San  Francisco  to 
New  York,  $632.70. 

Tour  Eleven, 

Choice  of  trans-Atlantic  steamship 
lines  New  lrork  to  London ;  P.  &  O., 
London  to  Hong  Kong  via  Gibraltar, 
Marseilles,  Port  Said,  Suez.  Aden,  Co¬ 
lombo,  Penang,  Singapore :  Hong  Kong 
to  Sydney  via  China  Navigation  Com¬ 
pany,  Eastern  &  Australian  S.  N.  Com¬ 
pany,  or  Nippon  Yusen  Kaisha;  Oceanic 
Steamship  Company,  Sydney  to  San 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


365 


Francisco  via  Auckland,  Samoa,  and 
Honolulu  :  San  Francisco  to  New  York 
via  any  transcontinental  line  except  the 
Canadian  Pacific,  $800.00. 

Todr  Twelve. 

Choice  of  trans- Atlantic  lines  New 
York  to  London:  P.  &  ().,  London  to 
Sydney  via  Gibraltar,  Marseilles,  Port 
Said,  Suez,  Aden,  Colombo,  Fremantle, 
Adelaide,  and  Melbourne :  Oceanic 

Steamship  Company,  Sydney  to  Auck¬ 
land  :  Union  Steamship  Company,  Auck¬ 
land  to  Taiti  ;  Oceanic  Steamship  Com¬ 
pany,  Taiti  to  San  Francisco  ;  any  trans¬ 
continental  line  except  the  Canadian  Pa¬ 
cific,  San  Francisco  to  New  York, 
$695.00. 

Variations  on  Extra  Payments. 

Passengers  from  London  to  Sydney  or 
Ilong  Kong  can  proceed  via  india  on 
payment  of  an  additional  sum  of  $48.60, 
covering  passage  from  Aden  to  Bombay, 
and  thence  to  Colombo,  or  from  Calcut¬ 
ta  to  Colombo,  but  will  have  to  pay  their 
own  railroad  fare  across  India  from 
Bombay  to  Calcutta  if  they  take  that 
route.  The  overland  journey  across  In¬ 
dia,  which  can  be  included  in  a  round 
the  world  tour  at  the  time  of  securing 
ticket,  costs  $29.20  by  d'rect  route  be¬ 
tween  Bombay  and  Calcutta,  Allahabad, 
Jubbulpore,  or  $45.00  via  Northwest 
Provinces,  that  is,  via  Ahemedabad, 
.Jeypore,  Delhi,  Agra,  Cawnpore,  Luck¬ 
now,  Benares. 

If  passengers  provide  their  own  trans¬ 
portation  from  London  to  Gibraltar, 
Marseilles,  or  Brindisi,  an  allowance  of 
$19.50  will  be  made  from  the  fares 
piloted  above.  The  same  reduction  will 
apply  if  passengers  travel  between  Amer¬ 
ica  and  Europe  via  the  Mediterranean 
services  of  the  trans-Atlantic  steamship 
lines. 

A  further  allowance  of  $19.80  will  be 
made  if  passengers  do  not  join  P.  &  O. 
steamer  before  Port  Said, '  or  leave  it 
at  that  port. 

Around  the  world  tickets  entitle  the 
holders  to  $100  accommodations  on 
trans-Atlantic  steamers  and  to  the  best 
accommodations  vacant  at  the  time  of 
application  for  same  on  the  I*.  &  O. 
boats. 

Round  the  world  tickets  are  good  for 
two  years  from  the  date  of  issue  and 
enable  passengers  to  stop  over  at  any 
point  en  route  within  the  limit  of  valid¬ 
ity. 

In  addition  to  tiie  above  a  great  many 
side  trips  can  be  arranged  for. 

The  above  tours  can  also  be  reversed. 


The  relationship  existing  between  East 
Anglia  and  New  England  is  preeminently  that 
of  members  of  the  same  race  and  blood.  The 
pioneer  settlers  commemorated  their  love  of 
their  native  East  Anglia  by  giving  the  local 
place  names  of  their  old  homes  to  the  new 
settlements  in  New  England  which  they 
founded.  Among  the  names  of  cities,  towns 
and.  villages  in  New  England  States,  the  fol¬ 
lowing  have  been  adopted  from  places  in  East 
Anglia,  now  served  by  the  Great  Eastern  Rail¬ 
way  Company  of  England : 


New  ENGLAND-adopted 
Norwich  (Conn.) 
Cambridge  (Mass., Me. 

Vt.  and  N.  H.) 

Lynn  (Mass.) 

Ipswich  (Mass.) 

Ipswich  River  (Mass.) 

Woodbridge  (Conn.) 
Harwich  (Mass.) 
Harwich  Port  (Mass.) 
Colchester  (Vt.  and 
Conn.) 

Chelmsford  (Mass.) 
Yarmouth  (Mass.) 
Sudbury  (Mass.) 
Groton  (Mass.,  Conn., 

Vt.  and  N.  H.) 

Framingham  (Mass.) 
Newmarket  (N.  H.) 
Cavendish  (Vt.) 
Needham  (Mass.) 
Wells  (Vt.  and  Me.) 
Burnham  (Me.) 
Brandon  (Vt.) 
Thetford  (Vt..) 
Attleboro  (Mass.) 
Braintree  (Mass,  and 
Vt.) 

Malden  (Mass.) 


from-EAST  Angua 
Norwich. 

Cambridge. 

Lynn. 

Ipswich. 

Ipswich  River  (Or¬ 
well). 

Woodbridge. 

Harwich. 

Harwich  Port. 

Colchester. 

Chelmsford 

Yarmouth. 

Sudbury. 

Groton  (book  to  Sud¬ 
bury). 

Framingham. 

Newrharket. 

Cavendish. 

Needham. 

Wells. 

Burnham. 

Brandon. 

Thetford. 

Attleboro. 

Braintree. 

Malden. 


Dover  Harbor. — The  new  Dover  Har¬ 
bor,  covering  at  low  water  an  area  of  690 
acres  and  costing  £3,500,000  for  its  construc¬ 
tion,  was  opened  by  the  Prince  of  Wales  on 
October  15.  The  docks  have  been  in  course 
of  construction  for  1 1  years.  The  western 
arm  of  the  harbor  has  been  increased  in 
length  from  2,000  ft.  to  4,000  ft.,  and  an 
eastern  arm  constructed  measuring  2,924  ft. 
A  southern  breakwater  4,212  ft.  long,  with 
the  two  arms,  encircles  the  harbor.  There 
are  two  openings,  on  the  east  into  the  naval 
harbor,  and  on  the  west  alongside  the 
Admiralty  Pier.  The  harbor  has  required 
63,000  concrete  blocks  each  weighing  from 
25  to  41  tons  for  the  two  arms  and  the  break¬ 
water,  and  5,000  more  as  an  apron  to  protect 
the  new  works  on  the  outside.  Many  thou¬ 
sands  of  tons  of  Cornish  granite  have  also 
been  used.  It  is  expected  that  Dover  Har¬ 
bor  will  become  a  port  of  call  for  many 
ocean  going  vessels. 


Naples. — By  all  means  spend  the  night  at 
Pompeii.  Hotels  are  cheap  and  good. 
^  esuvius  can  be  visited  by  horseback  from 
Pompeii.  About  10  to  12  francs  should  be 
allowed  for  the  excursion.  Not  recommended 
for  ladies,  as  the  trip  up  the  cone  after  the 
horses  are  left  is  arduous,  and  the  return  trip 
is  bad  for  shoe  leather  and  stockings. 


In  the  heart  of  Alpland,  the  Bernese  Ober- 
land  has  long  been  a  favorite  place  of  resort 
and  the  Jungfrau  draws  its  thousands.  The 
fashionable  season  in  the  Oberland  lasts  from 
April  until  October,  but  the  region  is  attrac¬ 
tive  all  the  year  round.  There  is  not  a  time 
in  the  whole  year  when  flowers  cannot  be 
gathered  at  some  elevation. 


HOTELS 


In  odd,  Qut-of-the-way  places,  do 
not  ask  for  food  or  accommodations 
which  are  unknown  to  the  hotels,  as 
this  often  causes  the  hotel  proprietors 
much  trouble  and  results  in  a  serious 
increase  in  the  expenses  for  the  trav¬ 
eler.  Thus  the  writer  asked  for  choco¬ 
late  some  years  ago  at  a  hotel  in  As¬ 
sisi,  and  the  proprietor  was  obliged 
to  send  all  over  town  before  the  choco¬ 
late  could  be  purchased,  so  there  is 
little  wonder  that  1  franc,  75  centimes 
(35  cents)  was  charged  on  the  bill. 
On  the  Continent  you  furnish  your 
own  soap. 

As  far  as  possible  always  write  or 
telegraph  ahead  for  your  room,  except 
in  very  unfrequented  places.  Nothing 
is  more  disappointing  than  to  have  to 
drive  around  for  an  hour  or  so  in  a 
cab,  looking  for  accommodations  which 
are  often  only  secured  at  second-class 
hotels. 

The  question  of  fees  in  hotels  offers 
more  of  a  problem  than  on  the 
steamer.  Head  waiters  should  receive 
a  shilling  or  a  mark  where  a  stay  of 
a  single  day  is  made,  for  one  or  two 
persons.  A  chambermaid  should  re¬ 
ceive  a  franc  or  a  mark  for  the  same 
period.  The  porter  should  receive  com¬ 
pensation  according  to  the  services  per¬ 
formed.  A  franc  or  a  mark  should  be 
sufficient  for  one  or  two  persons.  Other 
servants,  such  as  a  “boots,”  expect 
small  remunerations.  Twenty-five 
centimes  or  twenty  pfennigs  should  be 
sufficient.  In  some  hotels,  particularly 
in  Germany,  when  a  visitor  is  leaving, 
the  porter  rings  a  bell  and  summons 
the  whole  retinue  of  servants,  most  of 
whom  the  visitor  has  never  seen.  In 
cases  of  this  kind  a  hasty  retreat 
should  be  made,  as  if  all  were  to  be 
accommodated,  the  European  tour 
would  be  very  much  curtailed.  In 
general  the  hotel  servants  who  need 
to  be  feed  are  the  porter,  the  head 
waiter,  the  chambermaid,  and  possibly 
the  waiter  who  has  actually  waited 
on  you,  if  his  services  have  called  for 
special  commendation.  A  nice  way  of 
tipping  is  to  tell  the  servants  that 
you  have  “remembered  them  at  the 
office.”  They  are  always  grateful. 
Ask  the  proprietor  to  distribute  7  to 
10  per  cent,  of  your  bill ;  7  per  cent,  if 
the  bill  is  large,  10  per  cent,  if  small. 


Incoming  travelers  should  turn  over 
their  baggage  to  uniformed  porters 
representing  the  hotel  at  which  they 
are  to  stop.  The  charge  for  accommo¬ 
dations  in  the  hotel  ’bus  is  practically 
uniform,  but  in  some  cases  the  ’buses 
are  owned  by  private  persons  and  pay¬ 
ment  must  be  made  on  alighting,  but 
usually  the  cost  is  charged  on  the  bill. 

The  porter  of  the  hotel  is  a  very 
important  personage.  He  takes  care 
of  the  coming  and  going  of  guests,  and 
is  a  mine  of  useful  information.  He 
should  be  feed  at  the  rate  of  a  franc 
to  a  franc  and  a  half  a.  day  in  France, 
or  a  mark  a  day  in  Germany.  They 
are  particularly  expert  in  working  out 
itineraries  for  travelers.  They  are  also 
in  a  position  to  see  that  baggage  is 
properly  placed  on  the  trains. 

The  porters  in  the  hotels  abroad 
place  labels  on  trunks,  handbags,  etc., 
and  often  use  considerable  skill  in  dis¬ 
playing  them  so  as  not  to  efface  the 
labels  of  other  hotels.  The  baggage, 
when  it  lands  at  New  York  or  other 
ports,  presents  a  parti-colored  and 
gala  appearance.  It  is  customary  to 
ask  the  porter  for  additional  labels, 
in  order  that  new  suit-cases  and  new 
trunks  may  be  “treated”  after  the  old 
labels  have  fallen  into  disrepair.  One 
concern  in  the  United  States  adver¬ 
tises  to  send  ten  bona  fide  labels  for 
one  dollar,  in  order  that  those  who 
stay  at  home  may  also  have  decorated 
traveling  paraphernalia.  This  seems 
hardly  fair,  however. 


HOTELS  IN  ENGLAND 

The  following  remarks  are  based  on 
personal  experience.  It  will  not  be 
subscribed  to  by  the  Englishman  who 
has  a  fondness  for  the  cuisine  of  the 
United  Kingdom. 

The  food  at  hotels  in  England  is 
apt  to  be  cooked  and  served  in  a  way 
which  is  distasteful  to  the  American 
traveler  who  is  used  to  better  things  : 
the  bread  particularly  is  apt.  to  be  bad. 
and  it  is  almost  impossible  in  England 
to  obtain  a  good  cup  of  coffee.  The 
best  coffee  in  the  world  can  be  spoiled 
by  an  English  cook.  Their  tea  is  very 
much  better  and  should  be  used  freely 
by  those  who  care  for  this  beverage. 

366 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


367 


Many  experienced  travelers  carry 
small  French  coffee  machines  and 
make  coffee  on  the  table.  The  proper 
conveniences  would  be  provided  in  any 
hotel  for  this.  The  traveler  should 
carry  a  small  can  of  paprika,  as  this 
can  rarely  be  obtained  except  in  Lon¬ 
don,  and  gives  an  added  zest  to  the 
usually  unseasoned  English  food.  At 
pretentious  hotels  an  attempt  is  made 
to  serve  a  French  table  d’hote  dinner, 
usually  at  an  absurdly  expensive  price, 
say  four  or  five  shillings.  The  cook¬ 
ing  is  apt  to  be  no  better  than  can 
be  obtained  in  the  smaller  hotels.  Often 
a  better  meal  can  be  obtained  at  the 
best  restaurant  in  a  towm  than  at  the 
best  hotel.  One  gets  used  to  the  food 
in  England  after  a  few  days,  but 
there  is  apt  to  be  a  shock  after  coming 
off  the  steamer  with  its  splendid 
cuisine  and  unlimited  raw  materials. 
When  the  Continent  is  reached  the 
traveler  is  apt  to  give  a  sigh  of  relief, 
as  the  food  question  has  been  solved. 
In  London  good  food  can  be  obtained 
at  all  of  the  best  hotels  and  at  the 
various  Italian  restaurants,  also  at 
special  restaurants  which  are  noted  in 
the  section  relating  to  London.  Inns 
in  the  small  Cathedral  towns  are  apt 
to  be  particularly  deadly  as  regards 
the  food  question.  The  charges  are 
high  and  the  food  is  bad  and  the  ser¬ 
vice  is  almost  beyond  belief.  In  sum¬ 
mer  when  travel  is  heavy,  particularly 
in  the  Lake  districts  of  Scotland,  etc., 
rooms  should  be  engaged  by  telegram, 
using  a  nine-penny  prepaid  message 
for  the  purpose,  so  that  the  traveler 
can  be  informed  if  there  is  no  accom-  ! 
modations  ;  if  he  does  not  receive  a  wire 
he  may  assume  that  he  can  be  put  up. 
The  average  price  for  a  room  in  a  coun¬ 
try  inn  or  hotel  is  from  two  to  three 
and  one-half  shillings,  with  often  an 
extra  charge  for  light  and  attendance, 
which  you  do  not  get,  often  amounting 
to  1  /6 ;  while  the  baggage  usually 
comes  to  about  1/6  to  2/6;  while  the 
dinner  costs  3  to  5  shillings.  Servants 
have  to  be  given  fees  whether  their  ser¬ 
vices  have  been  meritorious  or  indiffer¬ 
ent.  Chambermaids  should  receive  one 
shilling :  the  waiter  should  get  about 
10  per  cent,  of  the  amount  of  the  bill, 
but  where  this  is  small,  the  percentage 
will  be  slightly  increased,  owing  to  the 
peculiarity  of  English  money  ;  thus,  in¬ 
stead  of  a  fee  of  ten  cents,  a  fee  of  six 
pence,  or  twelve  cents,  must  be  given. 
The  “boots”  receives  six  pence  for 
bringing  up  baggage  and  taking  it 
down,  and  three  pence  for  his  services 
as  a  bootblack  will  be  ample.  The 


porter,  or  portier,  should  not  be  con¬ 
fused  with  the  ordinary  porter  of  bag¬ 
gage,  this  function  being  usurped  by 
the  “boots.”  He  is  a  very  useful 
person  and  can  give  much  valuable  in¬ 
formation  as  to  trains,  sight-seeing, 
costs  of  conveyances,  etc.  He  should 
receive  a  shilling  a  day. 

If  your  room  is  cold  at  an  English 
inn  order  a  foot-warmer — an  abomina¬ 
tion  made  of  Doulton  stoneware — a 
jar  filled  with  hot  water.  Be  sure  the 
stopper  is  tight  before  taking  it  to 
bed.  It  takes  a  hardy  traveler  to  stop 
in  a  cathedral  town  like  Wells  in 
winter.  The  writer  reached  Wells  from 
Bath  late  in  the  evening  and  repaired 
to  the  — - — - — -  hotel.  No  room  with 
a  fire  was  available,  and  with  chatter¬ 
ing  teeth  he  dressed  and  descended  to 
the  so-called  office  and  begged  one  of 
these  abominations  which  leaked.  A 
heavy  cold  was  the  penalty.  Do  not 
cut  out  Wells,  but  do  not  pass  the  night 
there  except  in  summer,  and  bring 
everything  for  wet  weather. 

SWISS  HOTELS 

The  Hotels  of  Switzerland.  Lake 
Constance;  Italian  lakes  and  Chamou- 
nix  is  a  most  valuable  book,  which  is 
issued  by  the  Swiss  Society  of  Hotel 
Proprietors.  It  can  be  obtained  gratis 
on  the  steamers  and  agencies  of  many 
of  the  trans-Atlantic  lines,  also  at 
Swiss  Consulates  all  over  the  world, 
and  all  offices  of  the  Swiss  Federal 
Railway,  which  office  in  New  York 
City  is  located  at  241  Fifth  Avenue. 
The  postage  should  be  included  in  ask¬ 
ing  for  this  book,  for  which  no  charge 
is  made.  It  is  issued  in  the  interests 
of  the  hotel  proprietors,  and  a  careful 
perusal  of  it  will  do  away  to  a  large 
extent  with  the  complaints  of  over¬ 
charges,  of  which  we  hear  quite  a  lit¬ 
tle  each  year.  There  is  an  illustration 
of  each  hotel,  there  is  concise  infor¬ 
mation  as  to  the  number  of  beds,  the 
accommodations  of  various  kinds,  and 
the  prices  at  various  seasons  of  the 
year,  both  for  rooms  and  meals,  and 
board  and  lodging,  also  rates  for  ser¬ 
vants  and  children.  There  are  222 
pages  in  the  book.  Hotels  charging 
less  than  five  francs  a  day  are  not. 
found  in  the  book,  as  they  are  mostly 
frequented  by  local  inhabitants,  and 
hotels  of  this  grade  are  not  appre¬ 
ciated  by  the  foreigners.  It  should  be 
remembered  that  the  Swiss  season  is 
a  very  short  one  and  that  there  is  an 
enormous  influx  of  visitors  who  oc¬ 
cupy  every  spare  bed  in  the  hotels. 


3G8 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


It  is  therefore  necessary  to  order 
rooms  several  days  in  advance  in  or¬ 
der  to  make  certain  of  securing  the 
same.  Do  not  order  rooms  by  tele¬ 
phone  ;  use  a  telegram  or  preferably 
the  mail,  accompanied  by  a  post  office 
money  order  for  five  francs  per  bed, 
giving  the  following  information. 
State  :  ( 1)  The  number  of  rooms  de¬ 

sired  ;  (2)  whether  single  or  double 
bedded  rooms;  (3)  the  floor;  (4)  the 
day  arid  time  of  arrival;  (5)  if  the 
stay  is  to  be  prolonged  more  than  one 
night  or  several  days ;  a  change  in 
plan,  however,  does  not  render  this 
binding;  ((>)  the  exact  address  of  the 
person  ordering  the  rooms.  In  case 
the  person  ordering  the  rooms  is  pre¬ 
vented  from  occupying  them,  the  or¬ 
der  should  be  immediately  canceled  by 
telegram.  If  there  is  delay  in  arrival 
and  the  proprietor  is  not  informed, 
he  is  entitled  to  the  price  for  the  re¬ 
served  room  in  question.  Due  notice 
of  departure  is  of  as  much  interest 
to  the  visitor  as  to  the  proprietor.  If 
the  latter  is  prevented  from  letting  a 
room  by  delay  in  departure,  he  is  only 
acting  in  a  business-like  manner  if  he 
charges  for  the  room  for  the  following 
night.  The  same  rule  applies  when 
rooms  are  ordered  for  an  early  hour 
in  the  morning,  and  must  conse¬ 
quently  be  kept  vacant  in  order  to 
provide  accommodations  for  the  vis¬ 
itor  who  comes  in  the  early  morning. 
There  is  often  an  increase  in  the 
charge  for  rooms  if  the  visitor  does 
not  take  his  meals  at  the  hotel ;  this 
question  should  be  discussed  when 
making  the  bargain  for  rooms.  As  in 
hotels  in  other  lands,  valuables  should 
be  deposited  with  the  proprietor  to  be 
placed  in  the  safe  at  night.  Regis¬ 
tered  letters  are  difficult  of  delivery  in 
Switzerland  unless  the  visitor  has  a 
passport  or  some  excellent  means  of 
identification,  such  as  a  letter  of 
credit. 

LAUNDRY 

Laundry  work  can  be  done  at  short 
notice  anywhere  in  Europe.  If  neces¬ 
sary,  soiled  garments  will  be  called 
for  and  delivered  the  same  day.  Most 
of  the  large  hotels  have  their  own 
laundries. 

Laundry  in  England  is  about  as 
bad  as  {he  food ;  the  clothes  are  apt 
1o  come  back  only  fairly  clean  and 
their  life  is  very  much  shortened  after 
being  entrusted  to  an  English  laundry 
for  a  short  time. 

The  following  laundry  list  is  one 
furnished  by  a  modern  steam  laundry 
in  New  York  City.  Various  items  re¬ 


lating  to  household  linens,  such  as  tow¬ 
els,  tablecloths,  etc.,  have,  of  course, 
been  omitted.  The  same  numbers  oc¬ 
cur  in  the  French,  German  and  Italian 
lists  as  in  the  English  list.  It  is 
thought  that  with  the  aid  of  these 
tables  much  inconvenience  may  be  ob¬ 
viated. 


BlANCHlSSERlE  DB  G  REN  BLAB 

Blancnissage  &  Location  deIinge 


.,+°,  Leon  Kdkeine 

V'  14 ,  Rue  Rougel-dc-VIsle 

ISST'UtS-  MOUUMMJ*.  Scr,,) 


A  FRENCH  LAUNDRY  BILL  PAID  BY 
TRE  HOTEL  AND  CHARGED 


Perhaps  the  first  theatrical  performance 
on  a  transatlantic  liner  was  given  during  a 
recent  voyage  of  the  “  Laurentic”  from  Liver¬ 
pool.  There  were  but  eighty  first-class 
passengers,  so  that  it  was  decided  to  give  a 
theatrical  performance  instead  of  the  regular 
concert — a  one-act  sketch  called  “Hog- 
many,”  a  play  which  does  not  require  any 
change  of  scenery,  and  which  is  quite  a  fa¬ 
vorite  among  amateurs.  The  landing  of 
the  lower  promenade  deck  was  utilized  as  a 
stage,  and  the  audience  sat  on  the  wide  com¬ 
panionway  steps  between  the  upper  and  lower 
promenade  decks,  thus  making  a  picture 
which  was  suggestive  of  an  ancient  amphi¬ 
theater.  The  scene  was  laid  in  a  flat  in 
Bloomsbury,  London,  and  the  comedy  which 
was  in  the  hands  of  professionals  was  very 
realistic.  An  attempt  was  recently  made  to 
put  on  a  play  on  another  vessel,  but  the  sea 
was  so  rough  that  the  actors  were  all  seasick. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  369 


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370 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


M »rque 


HOTEL  CONTINENTAL 

..  -  .  ..  ■  v-  4-.  — 


NOTE  DE  LINGE  remis  an  blavchissqgr.  le  .  pour  Mf - - - ~ - - 

- i - pour  elre  rendu  le _ _ « _  ...  ..._ 

N  •  Jtf  - - 


MOMBAE 

d®  * 

pi 

/&$*■  ' 

."A 

NOMBRE 
.  d« 
pi  Sees 

UNGE  BE  FEMME 

PfilX 

NOMBRE 

d« 

IMRCR3 

UNGE  D’ENFANT 

PBIX 

$ 

t  Aa 

Chemises  ......  v. ,  .  > 

.Chemises  gar$onnel. 

de  flanelle  - 

Plastrons  flanelte  . 

Jupons  .....  t  \  . . 

*  t 

z:£0 

z 

Cale<jons<^^  . . .  < . 
~  flanelle  ,y. 

Panlalons . 

Pantalons  Handle . ... 

,  / 

Pianettes  .  ...... 

de  soie  . . 

a  corsage 

Pantalons  a  corse ge 

~L 

L  / 3 

. 

Lobes . . . . . 

£ 

.  _  A 

Camisoles  ..... 

Corsets  . 

Canezous  . 

Manchettes  (Paires) 
Gants  - 

Gitetrea 

Bas  de  coton  — 

.-t 

FUnelles  ...... . 

a-  soie  .  ..... 

Cotfsets. . .  k.,  ....... 

Peignoirs  •' 

Mouchoirs . . . 

Flanelles . 

Langes  de  flanelle.  . 

—  de  piqu£  . .  . 

Serviettes . 

~  de  soie  — 

Pylori  nea . * . . . . 

' 

Cols. . . .  . . . . . . . 

Foulards 

Manches. . . 

*■ 

Mouchoirs 

TuEiliers . . 

Pantalons  de  toile. 

dedrap.,, 

Gilets  hlancs  de  toile 
-t-  de  (jrap 

Borde  de  gilets  t 

' 

Manches  (Paires) 

Jupons  .  .  ..  . . . . 

Bas  de  coton  —  . 

—  laine 

—  soie 

Fichus . . . 

Bonnets..'. . 

i  aiciOio  K)ii«  • .  •  • » » • 

Bas  (Paires)  .  . . 

Bonnets  nuit. . . 

Ceintures . .;f„v  * 

Robes  de  ©hambre.  • 

Blouses . 

VtDttt.S . 

•Serviettes  .  ,» 

Tabliers  de  femme  do 

chambre. 

A  _ 

/  L  _  . 

* 

t£ . 

1 

4  0 

m 

m 

J  i  y 

% 

p 

X, 

. . i 

FRENCH  LIST  OF  LAUNDRY  TAKEN  AWAY 


PART  II 


LIST  OF  2,000  HOTELS 


No  list  of  hotels  can  be  given  which 
can  be  absolutely  relied  upon  as  being 
accurate  for  any  great  length  of  time. 
We  have,  however,  before  us,  and  re¬ 
print,  a  list  of  hotels  dated  December 
23,  1909,  which  was  issued  by  a  lead¬ 
ing  tourist  agency  as  being  the  names 
of  first  class  hotels.  This  list  “A” 
may  be  considered  to  be  of  quite  some 
value,  as  practically  all  the  hotels  seem 
to  be  well  spoken  of  in  guide  books, 
such  as  Baedeker,  etc.  These  hotels 
accept  the  coupons  of  the  largest  tour¬ 
ist  agency  (seepage  383)  at  a  uniform 
rate  of  $2.60  for  rooms  and  all  meals 
or  coupons  to  the  value  of  $2.00  for 
rooms,  light,  service,  plain  breakfast 
dinner,  .$2.15  for  meat  breakfast.  In 
the  subsequent  editions  of  this  book 
it  is  hoped  that  lists  of  hotels  com¬ 
piled  on  an  entirely  new  plan  may  be 
included.  Hotels  marked  “V”  provide 
full  board  for  $4.00  per  day,  hotels 
marked  “W”  $3.00  per  day. 

We  also  append  a  list  of  hotels  “B,” 
in  England,  Scotland,  Ireland,  North 
of  England,  Isle  of  Man,  and  English 


Lake  districts.  This  list  was  obtained 
from  the  same  source  and  is  believed 
to  be  reliable. 

We  also  include  another  list  of 
hotels  “R,”  where  the  scale  of  charges 
is  lower.  Where  instead  of  the  ex¬ 
pense  being  about  thirteen  francs  a 
day,  the  expense  is  about  nine  and  a 
quarter  francs  a  day.  We  .term  this 
a  list  of  “moderate  priced  hotels.”  In 
all  of  these  hotels  special  hotel  cou¬ 
pons,  which  can  be  obtained  from  the 
tourist  agency  mentioned,  are  accepted. 
Tliere  are,  however,  very  often  certain 
extra  charges,  regulations,  etc.,  which 
affect  to  some  extent  the  use  of  these 
coupons.  Those,  however,  who  use  this 
means  of  payment  for  accommodations 
will  be  advised  by  the  literature  of  the 
company  issuing  the  same  of  all  the 
variations  from  standard  conditions. 
These  supplements  are  rather  annoy¬ 
ing,  but  are  necessary  in  places  like 
Munich  this  year,  where  a  2-mark 
supplement  is  required.  Please  read 
the  text  carefully  before  selecting  a 
hotel. 


LIST  OF  FIRST-CLASS  HOTELS  “A” 

All  the  Hotels  in  the  following  list  arq  not  open  during  the  entire  year. 

^Closed  in  Winter.  (Closed  in  Summer. 

HOTELS  IN  FRANCE,  FRENCH  SAVOY  AND  CHANNEL  ISLANDS. 

Hotel  Coupons  Accepted.  If  you  are  using  coupons  make  known  the  fact 
.  immediately  on  arriving. 


Rates  $2.60 — $3.00  except  hotels  marked  “  V”  and  “  W  ” . 

Most  of  the  hotels  accept  coupons  for  full  board  at  $2.60  without  supplement,  but  the  rate 
$2.60 — $3.00  covers  all  possible  contingencies.  See  text  above.  Ail  these  hotels  accept  cash 
payments  as  well  as  coupons,  usually  on  fully  as  good  terms,  but  the  coupons  are  often 
convenient. 


f  International  Palace  Hotel 
|  Grand  Hotel  Louvre  et  Savoy* 

A  ix  les  |  Grand  Hotel  et  Restaurant  du 
Bains  \  Mont  Revard* 

{ Hotel  du  Pavilion 
[  Grand  Hotel  d’Ajaccio  et  Conti  - 
Ajaccio  {  nentalt 

l  Grand  Hotel  de  France 
Albertville  (Savoy) — Hotel  Million 
Allevard-les-Bains — Grand  Hotel  des  Bains 
Amiens — Hotel  de  l’Univers 
A mphion  (Lake  of  Geneva) — Grand  Hotel 
des  Bains 


A  ngers — Grand  Hotel 
Angouleme — Grand  Hotel  du  Palais 
Annecy — Grand  Hotel  d’Angleterre  et  Grand 
Hotel 

Antibes  /  Grand  Hotel! 

\  Grand  Hotel  du  Cap,  W 
A  reaction  /  Hotel  des  Pins  et  Continental 
1  Grand  Hotel  de  France 
Argeles-Gazost — Hotel  de  France 
.1  rles — Hotel  du  Forum 
A  vignon — Grand  Hotel  de  l’Europe 
Airanches — Hotel  de  France 


371 


372 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $2.60— $3.00 

Read  text  carefully 

FRANCE,  FRENCH  SAVOY,  &c. — Continued 


Bagneres  de  Bigorre — Grand  Hotel  Beau  Se- 
jour 

f  Grand  Hotel* 

Bagneres  (  Grand  Hotel  des  Bains* 

de  |  Grand  Hotel  de  Luchon  et  du 

Luchon  t  Casino* 

Bagnoles  de  VOrne — Hotel  de  Paris 
Bayonne  f  Hotel  du  Commerce 
\  Hotel  Saint  Etienne 
Beaulieu  f  Hotel  Empress! 

1  Meyer’s  Victoria  Hotel 
Belfort — Grand  Hotel  de  l’Ancienne  Poste 
Bellegarde — Hotel  de  la  Poste 
Besancon — Grand  Hotel  des  Bains  Salins 
f  Hotel  de  Bayonne  et  Metropolc 
Biarritz  {  Hotel  Regina,  V 
[  Hotel  Victoria,  W 
f  Hotel  de  F ranee 
Blois  {  Hotel  du  Chateau 

l  Grand  Hotel  de  Blois,  W 
Bordeaux — Hotel  de  France 
Boulogne — Grand  Hotel  Christol  and  Bristol 
Bourbonne-les- Bains — Hotel  des  Bains 
Bourg  d’Oisans  ( Isere ) — Hotel  de  l’Oberland 
Francais* 

Bourg-en-Bresse  (Ain) — Grand  Hotel  de 
France 

Brest — Hotel  des  Voyageurs 
Briancon — Gd,  Hotel  de  Br'ancon 
Brides  les  Bains — Grand  Hotel  des  Thermes  * 
Caen  I  Hotel  de  la  Place  Royale 
1  Hotel  d’Angleterre 
Calais— Grand  Hotel 
Cancale — Hotel  du  Guesclin* 


Cannes 


Hotel  Splendidet 
Hotel  Grande  Bretagne! 

Hotel  de  la  Piaget 

Hotel  de  Hollande  et  de  Russiet 

Gordon  Hotel  Metropolet,  V 

Gallia  Hotel!,  V 

Hotel  Gray  et  d’Albiont,  W 

Hotel  Prince  de  Gallest,  W 

Rost’s  Continental  Hotel!,  W 


Cap  Ferrat  (nr.  Beaulieu) — Grand  Hotel  du 
Cap  Ferrat!,  W 

Cap  Martin — Hotel  Bella  Rivat,  W 
Carcassonne — Hotel  St..  Jean  Baptiste 
Cauterets  /  Hotel  Continental* 

\  Grand  Hotel  d’Angleterre,  W 
Cerbere — Buffet  de  la  Gare 
Cette — Grand  Hotel 

Chalons  s.  Marne — Hotel  de  la  Haute  Mere 
Bieu 


Chambery  /  Grand  Hotel  de  France 
l  Buffet  de  la  Gare 

(  Grand  Hotel  d’Angleterre* 

J  Hotel  de  Londres 

Chamonix  -  )  Hotel  Royal  et  de  Saussure* 
I  Hotel  Mont  Blanc* 


Chartres — Hotel  de  France 


I  Hotel  de  l’Aigle  et  d'Angleterre 
Cherbourg  \  Grand  Hotel  du  Casino 
Clermont-Ferrand — Hotel  de  la  Poste 
Compiegne  J  Hotel  de  la  Cloche 
\  Palace  Hotel*.  W 
/  Hotel  de  l’Establissement 
\  Hotel  Cosmopolitan* 


Contrexeville 


( Grand  Hotel 

Dieppe  \  Wharf  Buffet  (Meals  only) 

1  Royal  Hotel* 

Dijon  j  Hotel  de  la  Cloche 
\  Hotel  Jura 

Dinan — Hotel  de  Bretagne 

Dinard — Hotel  de  la  Plage  et  du  Casino* 

Dunkirk — Hotel  du  Chapeau  Rouge 

Echelles — Hotel  Durand 

Epernay — Hotel  de  l’Europe 

Epinal  (Vosges) — Hotel  de  la  Po3te 

Etretat  f  Hotel  Hautville 

1  Golf  Hotel  et  Roches  Blanches,  W 
Evian — Hotel  du  Helder 
Eireux — Hotel  du  Grand  Cerf 
Fecamp — Grand  Hotel  des  Bains  et  de 
Londres* 

Gap— Hotel  du  Nord 

Gavarnie  (Hautes  Pyrenees) — Hotel  du  Cirque 
et  de  la  Cascade* 

Gerardmer — Grand  Hotel  du  Lac* 
f  Grand  Hotel 

Granville  (  Hotel  du  Nord  et  des  Trois 
l  Couronnes 
Grasse — Grand  Hotel!,  W 
f  Grand  Hotel 

Grenoble  {  Grand  Hotel  Moderne  et  des  Trois 
{  Dauphins 

Guernsey — Gardner’s  Royal  Hotel 
Havre  j  Hotel  Continental 

\  Hotel  de  Normandie 
Hendaye  f  Grand  Hotel 

(Basses  (  Hotel  de  France  et  d’Angle- 
Pyrenees )  (  terre 

(  Hotel  des  lies  d’Orf 
Hyeres —  (  Grimm’s  Park  Hotel 
( Hotel  Costebelle,  W 
Jersey — Grand  Hotel 
La  Baule — Hotel  Royal* 

La  Bour-  f  Hotel  de  l’Establissement 
boule  {  Grand  Hotel* 

l  Splendid  Hotel  et  Beausejour,  W 
La  Grave — Hotel  de  la  Meije* 

Le  Fayet-St.  f  Terminus  Hotel  Buffet  de 
Gervais  {  la  Gare 
( Haute  Savoie)  ( 

Le  Mans — Hotel  de  France 

Le  Puy — Hotel  des  Ambassadeurs 

Les-Grandes-Dailes — Grand  Hotel  de  la  Plage* 

Lille — Hotel  de  1' Europe 

Limoges — Hotel  Callaud  et  de  la  Paix  Reunis 

Lion-sur-Mer — Grand  Hotel* 

Lourdes  (  Hotel  Royal 
(Hautes  J  Grand  Hotel  Heins 
Pyrenees)  1  Grand  Hotel  du  Boulevard 
(  Hotel  de  la  Grotte 
Lovagny — Hotel  des  Gorges  du  Fier 
Luxeuil-les-  /  Grand  Hotels  Metropole* 
Bains  (Fosses)  (  du  Parc,*  des  Thermes* 
Luz  (Hautes  Pyrenees) — Grand  Hotel  de 
1’Univers 

Lyons  I  Grand  Hotel  du  Globe 
\  Grand  Nouvel  Hotel 
Lyons  Perrache — Station  Buffet 
Macon — Grand  Hotel  de  1’Europe  et  d’Angle¬ 
terre 


373 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $2.60 — $3.00 

Read  text  carefully 

FRANCE,  FRENCH  SAVOY,  &c .—Continued 


Marseilles — Hotel  du  Louvre  et  de  la  Paix 
M  artigny-les-Bain8  ( Vosges ) — Hotel  Inter¬ 
national* 

Hotel  Bristolf 
Hotel  Prince  de  Galles 
Hotel  de  Mentonf 
Hotel  Grande  Bretagnet 
Mentone  Winter  Palace  Ilotelt,  V 
Hotel  des  Anglais!,  W 
Hotel  Westminster!,  W 
Hotels  d'ltalie  and  Bellevuet>  W 
Mers — Hotel  du  Casino* 

Modane  f  Hotel  International 
1  Station  Buffet 

•  Monaco  ( Condamine ) — Hotel  Bristol 
Hotel  Savoief 
Hotel  de  Londres 

Monte  Hotel  d’ Albion  et  du  Littoral 
Carlo—  Hotel  Windsor!,  V 
Hotel  Balmoralt .  W 
Hotel  des  Anglais  et  St.  James,  W 
Monte  Carlo  Palace  Hotel,  W 
Mont  Dore — Nouvel  Hotel,  et  Hotel  de  la 
Poste* 

Montpellier — Grand  Hotel 
Mont  St.  Michel — Etablissements  Poulard 
Reunis 

Nantes — Hotel  de  France 
Grand  Hotel! 

Hotel  Beau  Rivage 
Hotel  Metropolet 
Nice —  Queen’s  Hotel"! 

Hotel  du  Rhinf 
Hotel  Terminus 
Station  Buffet 
,  Langham  Hotel!,  W 
Nice  j  Hotel  Pavilion  Victoria! 

( Cimiez )  l  Hermitage  Hotel!.  V 
Nimes— Grand  Hotel  de  Luxemburg 
Orleans  J  Hotel  Terminus 

\  Grand  Hotel  St.  Aignan,  W 
Parame  f  Grand  Hotel* 

\  Bristol  Palace  Hotel 
Grand  Hotel  Terminus 
Hotel  du  Palais  d’Orsay 
Hotel  St.  Petersbourg 
Hotel  Dominici 
Hotel  du  Louvre 
Hotel  Londres  et  New  York 
Hotel  Magenta 
Hotel  de  Calais 
Hotel  de  la  Tremoille 
Hotel  Malesherbes 
Hotel  d’Autriche 
Paris  Hotel  Burgundy 
Hotel  de  Castille 
Hotel  Terminus  du  Nord 
Hotel  du  Palais,  28,  Cours  la  Reine 
Windsor  Hotel 
Hotel  Ste,  Anne 

Hotel  International,  60,  Avenue 
d’lena,  Champs  Elys^es 
Grand  Hotel,  V 
Hotel  Regina,  V 
Hotel  Continental,  V 
Hotel  Bedford,  W 
,  Hotel  Meyerbeer,  W 
See  special  chapter  on  Paris  for  full  dis¬ 
cussion  of  the  hotel  question  in  Paris. 


Pan  l  Hotel  du  Palais  et  Beau  Sejour 
\  Grand  Hotel  Gassion,  W 
Perpignan — Grand  Hotel  de  Perpignan 
Planet  sur  Argentieres — Grand  Hotel  du 
Planet 

Poitiers — Grand  Hotel  du  Palais 
Pontarlier — Hotel  de  la  Poste 
Quimper  ( Brittany ) — Hotel  de  l’Epee 
Quimperle — Hotel  du  Lion  d’Or  et  des  Voy- 
ageurs 

Rennes — Hotel  de  France 
Reims —  f  Grand  Hotel 

t  Hotel  du  Lion  d’Or,  W 
Roscoff — Hotel  des  Bains 
Rouen  —  J  Hotel  de  la  Poste 

1  Grand  Hotel  d’Angleterre,  W 
Royan'les  Bains — Grand  Hotel* 
f  Hotel  Splendide 

Royat-  J  Grand  Hotel  du  Parc  et  Metropole* 
les-Bains  )  Grand  Hotel  de  Lyon* 

(.  Grand  Hotel*,  W 

Saleve  (Mountain  Health  Resort,  Monnetier 
— Hotel  Bellevue 

Saiies  de  Bearn  t  Grand  Hotel  du  Parc* 

( Pyrenees )  \  Grand  Hotel  du  Chateau 

Salins — Grand  Hotel  des  Bains* 

St.  Br  euc — Hotel  de  la  Croix  Blanche  et  de 
France  Reunis 

St.  Gervais-le-Village  (Savoy) — Hotel  Mont 
Blanc* 

St.  Gervais-  /  Grand  Hotel  du  Mon t-Joly* 
les-Bains  \  Grand  Hotel  de  la  Savoie*,  W 
St.  Honor e-les-Bains  ( N.evre ) — Hotel  Vaux 
Martin* 

St.  J ean-de-Luz — Hotel  d’Angleterre 
St.  Jean-sur-Mer  ( near  Beaulieu) — Hotel 
Panorama  Palace! 

St.  Lo — Hotel  de  1’Univers 

f  Grand  Hotel  de  France  et  Cha- 
St.  Malo  1  teaubriand* 

[  Grand  Hotel  Franklin* 

St.  Raphael — Hotel  Continental  &  des  Bains 
St.  Sauveur  les  Bains — Grand  Hotel  de  France 
St.  Servan  (St.  Malo ) — Victoria  Hotel 
Sens — Hotel  de  Paris 
Soissons — Hotel  de  la  Croix  d’Or 
Thonon-les- Bains — Grand  Hotel* 

Toulon — Grand  Hotel  des  Baines* 

(  Grand  Hotel  de  l’Europe  et  du 
Toulouse  Midi  Rdunis 

( Grand  Hotel  Tivollier 
Tours  /  Grand  Hotel  de  Bordeaux 
1  Hotel  Metropole,  V 
Trieze  Arbres  (Savoy) — Station  Buffet 
TrouviUe — Hotel  Bellevue* 

Vannes  (  Hotel  du  Commerce  et  de  l’Ep^e 
(Grand  Hotel  de  France 
f  Hotel  du  Portugal* 

Vernet-les-  {  Hotel  du  Parc 

Bains  \  Hotel  des  Bains  Mercader 
Versailles — Grand  Hotel  Modeme 
Vichy — Grand  Hotel  des  Bains,  W 
Vic-sur-Cere — Grand  Hotel* 

Vittel — Central  Hotel* 

Vizzavona  (La  Foce,  Corsica)— Hotel  de 
Monte  d’Or* 


374 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $2.60—13.00 

Read  text  carefully 

SWITZERLAND  AND  THE  ALPINE  DISTRICTS 


At  some  mountain  Hotels  in  Switzerland  two 
table  d’hote  lunches  are  provided,  and  the 
lunch  coupons  are  accepted  at  the  table  d’hote 
lunch  advertised  at  3  francs  in  such  cases. 
Adelboden  (  Grand  Hotel  Kurhaus 
\  Hotel  National 
Aigle  f  Grand  Hotel* 

\  Hotel  Victoria 
Ariolo — Hotel  Motta* 

Alpnach-Stadt — Hotel  Pilatus 
Amsteg — Hotel  de  la  Croix  Blanche 
Andermatt — Grand  Hotel  Bellevue 
Anniviers — Hotel  Weisshorn* 

Appenzell — Hotel  and  Kurhaus  Weissbad 
Arolla — Hotel  Mont  Collon* 

Arosa — Hotel  Seehof 
Axenfels — Grand  Hotel* 

Axenstein — Hotel  Axenstein* 

Baden  j  Hotels  Hinterhof  and  Staadhof 
\  Grand  Hotel*,  W 
|  Hotel  Euler  and  Grand  Hotel 
J  Hotel  Continental 

Bale  1  Central  Station  Buffet  (Meals  only) 
(Hotel  Trois  Rois,  W 

Beckenreid  ( Lake  Lucerne) — Hotel  and  Pen¬ 
sion  Sonne 

Bellinzona — Hotel  de  la  Poste  et  Schweizer- 
hof 

Bergun — Hotel  Piz  Aela 
Berne  /  Hotel  Bellevue 
\  Station  Buffet' 

Bex  f  Grand  Hotel  des  Salines* 

\  Grand  Hotel  des  Bains* 

Bienne — Hotel  Macolin* 

Bouveret — Hotel  de  la  Foret  et  Casino* 

Brienz — Hotel  de  la  Croix  Blanche 
Brigue  j  Hotel  de  la  Couronne  et  de  la  Poste 
1  Buffet  de  la  Gare  Internationale 
Brissago — Grand  Hotel* 

Brunig — Grand  Hotel  and  Kurhaus* 

Brunig Railway  j  Station  Buffet  (meals  only) 

I  GrandHoteland Kurhaus*W 
f  Hotel  Adler* 

Brunnen  j  Waldstatterhof  Hotel  4  Cantons* 
t,  Eden  Hotel  and  Pension* 

Bulle — Hotel  de  l’Union 

(  Park  Hotel* 

Burgenstock  {  Palace  Hotel*,  V 
(  Grand  Hotel*,  W 

Campfer  (St.  Moritz ) — Hotel  Campfer* 

Caux — Grand  Hotel  du  Caux*,  W 
Chamounix  (Savoy) — See  under  "Hotels  in 
France” 

Chateaux  d'Oex  t  Hotel  Berthod 
1  Grand  Hotel,  W 

Chatelard  Frontiere — Hotel  Suess  du  Chate- 
lard 

Chaux  de  Fonds — Hotel  de  la  Fleur-de-Lis 
Chexbres  ( near  Vevey) — Hotel  Belle  Vue 
Ch  rwalden — Hotel  Kurhaus  Krone* 

Clarens — Hotel  Royal 
Coire — Neues  Hotel  Steinboek 
Davos  j  Grand  Hotel  Seehof 
Dorfli  1  Fluela  Post  Hotel 

f  Hotel  d’Angleterre 
Davos  Platz  '  Grand  Hotel  Kurhaus,  W 
(  Grand  Hotel  Belvedere,  W 
Disentis — Disentis  Hof* 

Eggishorn — Hotel  Jungfrau 
Einsiedeln — Hotel  du  Paon 


f  Hotel  and  Pension  Bellevue- 
J  Terminus 
Engelberg  ]  Hotel  Titlis* 

(  Park  Hotel,  Sonnenberg* 
Evolene — Hotel  d’Evolene* 

Faido — Hotel  Suisse* 

Faulensee-Bad — Hotel  Victoria* 

Fiesch  (Eggishorn) — Hotel  des  Alpes 
Fins  Hauts — Hotel  Bel  Oiseau 
Fluelen — Hotel  Croix  Blanche  et  Poste 
Fribourg—  Hotel  de  la  Gare 
Frutigen — Hotel  Bellevue* 
i  Hotel  Furka* 

Fi.rka  j  Hotel  Furkablich* 

(  Hotel  Belvedere* 

Gemmi  Pass — Hotel  Wildstrubel 
Hotel  de  la  Paix 
Hotel  Metropole 
Hotel  Bergues 
Geneva  Hotel  du  Lac 

Hotel  National,  W 
Hotel  Angleterre,  W 
Gersau — Hotel  Muller* 

Giessbach — Hotel  Giessbach* 

Glacier  du  Rhone — Hotel  Glacier  du  Rhone* 
Glion — Hotel  Victoria 
Goeschenen — Grand  Hotel  Goeschenen 
Grindewald  I  Hotel  Bear 

1  Hotel  Grand  Eiger 
Gryon-s  r-Bex — Grand  Hotel  de  Gryon 
Gstaad — Grand  Hotel  Alpina 
G  rten  Kulm  (near  Berne ) — Hotel  Gurten 
Kulm* 

Harder-Kulm — Restaurant  Harder-Kulm 
(meals  only) 

Heiden —  /  Hotel  Schweizerhof* 

\  Hotel  Freihof* 

Herten  tem  (near  L  cerne) — Hotel  Schloss 
Hertenstein* 

II  ospenthal— Hotel  Meyerhof* 

Hotel  Metropole* 

Grand  Flotel  (formerly  Beau 
Rivage)* 

Interlaken  Hotel  Victoria* 

Hotel  Jungfrau* 

Hotel  National* 

Hotel  Royal  St.  George* 

Ilanz — Hotel  Oberlap 
I  e  le  ■ — Hotel  de  la  Poste 
Laax — Hotel  Seehof 

Lac  Noir  (Fribourg)— Hotel  des  Bains  du 
Lac  Noir* 

Landquart — Hotel  Landquart  et  de  la  Poste 
f  Hotel  Gibbon 
Lausanne  (  Hotel  Eden 
l  Hotel  Cecil 

Lauterbrunnen — Hotel  Steinboek 
Les  Avants — Grand  Hotel 
Le  Sepey  (Ormonts) — Hotel  de  la  Couronne 
et  la  Comballaz 

Lenkerbad —  /  Hotel  des  Alpes* 

\  Hotel  de  France* 

Liestal — Hotel  des  Salines 
Little  Scheidegg  /  Hotel  Bellevue 

\  Buffet  Restaurant 
f  Grand  Hotel 
Locarno  j  Hotel  du  Parc 
(  Hotel  Metropole 
Locle — Hotel  Jura 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


375 


Hotels  at  $2.60 — $3.00 

Read  text  carefully 
SWITZERLAND,  &c. — Continued. 


Hotel  du  Cygne 
Hotel  Victoria 
Hotel  du  Lac 
Chateau  Giitsch* 

Lucerne  Hotel  de  l’Europe* 

Lake  of  Lucerne  Steamers  (meals 
only) 

.  Palace  Hotel*,  V 
(Paradiso  Pier)  Station  Buffet 
Grand  Hotel  de  l’Europe  au  Lac 
Lugano  Hotel  St.  Gotthard 
Hotel  Bristol 

Grand  Hotel  and  Lugano  Palace,  V 
Grand  Hotel  du  Parc,  W 
Hotel  Splendide*,  W 
Lungern  I  Hotel  du  Lion  d’Or 

\  Hotel  and  Pension  Kurhaus* 
Martigny  J  Grand  Hotel  du  Mont  Blanc* 

1  Hotel  Clerc 

Mayens  de  Sion — Hotel  de  la  Dent  d’Herens* 
Meiringen — Hotel  du  Sauvage* 

Merl  ngen — Hotel  Beatus 
M ont-Barry-les-Bains  ( Gruyere ) — Grand  Hotel 
les  Bains* 

[  Hotel  Monte  Generose,  Station 
Monte  i  Bellavista* 

Genero  o  (  Hotel  Kulm,  Station  Vetta  Kulm* 
j  Montreux  Palace  and  Cygne 
Montreux  -f  Grand  Hotel  Chateau  Belmont 
(  Hotel  National 

Margins  ( Valais ) — Grand  Hotel  des  Bains* 
Morschach  (Lake  Lucerne) — Hotel  Frohnalp* 
Mt.  Peler'm  ( near  Percy)— Grand  Hotel  du 
Mt.  Pelerin 

M unster — Hotel  Croix  d’Or  et  Poste 
Murren  ( Grand  Hotel  and  Kurhaus 
\  Hotel  des  Alpes* 

[  Grand  Hotel  du  Lac 
J  Grand  Hotel  Bellevue  et  Beau 
Ne.chatel  |  Rivage 

(  Hotel  des  Alpes  et  Terminus*,  W 
Neuhausen — Hotel  Schweizerhof* 

Oberalp — Hotel  Oberalpsee* 

O.  chy  f  Hotel  Beau  Rivage 

\  Hotel  du  Chateau* 

Pfaefers — Hotel  et  Bains 

P. lat.s  /  Hotel  Klimsenhorn* 

\  Hotel  Pilatus  Kulm* 

Pontresina — Hotel  Kronenhqf 
Promontogno — Hotel  Bregaglia* 

(  Hotel  Quellenhof* 

Ragatz —  (  Hotel  Ragatz* 

)  Hotel  Bristol* 

Reichenbachfalle — Grand  Hotel  des  Alpes* 
Rigi-Ptrst — Hotel  Rigi-First* 

Rigi-Kaltbad — Grand  Hotel  and  Pension*,  W 
Rigi-Kulm — Hotels  Rigi  Kulm  and  Schreiber* 
Rigi-Scheidegg — Hotel  Rigi-Scheidegg* 
Rochers  de  N  a  ye- — Hotel  Rochers  de  Naye* 
Rorschach  /  Hotel  Anker 

\  Hotel  Hirschen 

Rosenlani  (near  Meiringen) — Kurhaus  Rosen- 
laui* 

Saas  Fee — Hotel  Bellevue 
Samaden — Hotel  Bernina 
Sarnen — Hotel  de  l’Oberwald 
Savagnino — Hotel  Pianta 
Saxon  [  Grand  Hotel  les  Bains 

1  Hotel  de  la  Pierre  a  Voir 


Scheidegg — See  Little  Scheidegg 
Schinznach — Baths  of  Schinznach* 

Schruns  (Vorarlberg) — Hotel  zur  Taube 
Schuls — Hotel  de  la  Poste 
Schwyz — Hotel  Rossli 

Schynige  Platte  (near  Interlaken) — Hotel 
Schynige  Platte 

Seelisberg — Grand  Hotel  Seelisberg* 

Sierre — Hotel  Chateau  Bellevue 
Sils  (Engadme) — Hotel  Edelweiss* 
Silvaplana  (Engadine) — Hotel  Post 
Simplon-Kulm — Hotel  Belle  Vue* 

Simplon  Village — Hotel  de  la  Poste* 

Sion — Hotel  de  Sion  and  Terminus 
Soleure — Hotel  de  la  Couronne 
Spiez — Hotel  Spiezerhof* 

Splugen — Hotel  Bodenhaus 
Stachelberg — Hotel  Stachelberg  Bad* 

Stalden — Hotel  Stalden 

Stanserhorn  (Lake  Lucerne) — Hotel  Stanser- 
horn* 

Stansstad — Hotel  Burgenstock 

(  Grand  Hotel  St.  Beatenberg, 
Kurhaus* 

St.  Beatenberg  {  Hotel  et  Pension  de  la  Poste* 

I  Hotel  Beau-Seiour* 

[  Grand  Hotel  Victoria* 

St.  Bernardino— Hotel  Victoria* 

St.  Cergues  sur  Nyon — Hotel  de  l’Observa- 
toire* 

St.  Gallen — Hotel  Walhalla 
St.  Moritz  Bad  ( Hotel  Neues  Stahlbad*,  W 
\  Hotel  Engadinerhof*,  IV 
St.  Moritz-Dorf — Hotel  Belvedere 
Susten  (near  Leuk) — Hotel  de  la  Souste 
Tellsplatte — Hotel  et  Pension  Tellsplatte* 
Territet — Grand  Hotel 
Territet-Chillon- — Hotel  Bonivard 
Tete  Noire — Hotel  de  Tete  Noire 
Thoune  ( Thun )  J  Hotel  Bellevue* 

\  Grand  Hotel  Thunerhof* 
Thusis — Hotel  Post 
Tiefenkasten — Hotel  Julier  Post 
Torrentalp  (s.  Leukerbad) — Hotel  Torrentalp* 
Trient — Grand  Hotel  de  Trient 
Trummelbach — Hotel  Trummelbach* 
Unterschakin — Hotel  Klausen 
Urigen — Hotel  Urigen 

ValUe  des  Ormonts — Hotel  des  Diablerets* 
Vermala  s.  Sierre — Forest  Hotel 
V ernayaz — Grand  Hotel  des  Gorges  du  Trient* 
(  Hotel  des  Trois  Couronnes 
Vevey  \  Grand  Hotel  Vevey 
[  Hotel  d’Angleterre 
Villeneuve — Hotel  Byron 
Visp— Hotel  de  la  Poste 
Vitznau  /  Hotel  Vitznauerhof* 

\  Park  Hotel* 

IVeesen  (Lac  de  Wallenstadt) — Hotel  Speer 
IP  eg  gis — Hotel  Bellevue* 

1  Veissenstein  ( Solothurn ) — Kurhaus  Weissen- 
stein 

Wengen — Grand  Hotel  and  National 
Yverdon — Hotel  des  Bains* 


376 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $2.60— $3.00 

Read  text  carefully 


SWITZERLAND,  &c. — Continued 


( Hotel  Mont  Rose* 

J  Hotel  Zermatt* 

Zermatt  )  Hotel  du  Mont  Cervin*,  W 
(  Hotel  Victoria,  W 
Zug  /  Hotel  du  Cerf 
\  Hotel  Bahnhof 

Zug  (Mountain) — Hotel  Schonfels* 


Zuoz — Hotel  Concordia 

Hotel  Uetliberg  (on  Mount  Uetli)* 
Hotel  Royal  Ilabis 
Bellevue  au  Lac  and  Palace  H.,  W 
Zurich  Grand  Hotel  et  Baur  en  Vi  lie,  W 
Bolder  Grand  Hotel*,  W 
Grand  Hotel  National,  W 


ITALY  AND  SICILY 


Acireale — Grand  Hotel  des  Bains 
Alagna — Hotel  Monte  Rosa* 

Alassio  /  Grand  Hotel  Alassio 
\  Salisbury  Hotel! 

Amalfi — Hotel  Cappuccini 
Anacapri — Hotel  Eden  Molaro 
Ancona  /  Hotel  della  Pace 
\  Hotel  Victoria 
A osta— Hotel  Royal  Victoria* 

Arona — Hotel  St.  Gothard 
Assisi — Hotel  Subasio 
Bagni  di  Lucca — Hotel  Continental 
Baveno  j  Hotel  Belle  Vue* 

(  Palace  and  Grand  Hotel*,  W 
Bellagio  j  Splendide  Hotel  des  Etrangers 
1  Hotel  Grande  Bretagne*,  W 
Belluno  /  Hotel  des  Alpes* 

\  Albergo  Central  Capello 
Bogliaco— Grand  Hotel  Bogliacof 
Bognanco — Grand  Hotel* 

(  Hotel  Brun 

Bologna  \  Baglioni’s  Grand  Hotel  d’ltalie 
l  Station  Buffet* 

Borca — Palace  Hotel  des  Dolomites 
(  Royal  Hotel! 

J  Hotel  Savoy 

Bordighera  I  Hotel  Hesperia 

[  Grand  Hotel  du  Cap  Ampegliot,V 
Bormio — Nouveaux  Bains  de  Bormio 
Brindisi — Hotel  International 
Brunate  (Como) — Hotel  Brunate 
Cadenabbia  j  Hotel  Britannia 

1  Hotel  Bellevue*,  W 
Cagliari  (Sardinia) — Hotel  Scala  di  Ferro 
Capri  /  Hotel  Quisisana 

(  Hotel  Schweitzerhof 

Casamicciola  ( Ischia ) — Hotel  Piccola  Senti- 
nella 

Castellamare-di-Stubia — Hotel  Quisisana 
Catania  (  Grand  Hotel  Bristol  et  du  Globe 
1  Hotel  Grande  Bretagne 
Ceprano — Station  Buffet 
Cernobbio — Hotel  Villa  d’Este*,  W 
Certosa  di  Pavia — Restaurant  Milano 
Chiavenna  f  Hotel  Conradi 
I  Hotel  National 
Chiesa — Grand  Hotel  Malenco* 

Como — Plinius  Grand  Hotel*,  W 
Courrnayeur  f  Hotel  Royal* 

\  Hotel  de  l’Union* 

f  Hotel  Terminus  d’Espagne 
Domo  d’Ossola —  <  International  Station  Buffet 
1  (meals  only) 


Florence — 


Hotel  New  York 
Hotel  Minerva 

Florence  and  Washington  Hotel 
Grand  Hotel  Baglioni 
Grand  Hotel,  V 
Hotel  Grande  Bretagne,  W 


Foligno — Station  Buffet 

Frascati — Hotel  Tusculum 

Gardone  Riviera  (Garda) — Grand  Hotel* 

(  Hotel  de  la  Ville 
|  Hotel  Continental 
Hotel  de  Londres 
Genoa —  Station  Buffet 

Eden  Palace  Hotel,  V 
Grand  Hotel  Miramare,  V 
Hotel  Savoy.  W 
Grand  Hotel  Isotta,  W 
Girgenti — Hotel  des  Temples! 
Gressoney-la-Trinite  (Valle  d’  Aosta) — Hotel 
Miravalle 

Gressoney  Saint- J ean — Hotel  Lyskamm 

Intra — Hotel  de  la  Ville 

Ivrea — Hotel  Scudo  di  Francia 

La  Cava — Hotel  de  Londres 

Lecco — Hotel  Bellevue  au  Lac 

Leghorn —  f  Grand  Hotel 

\  Hotel  Angleterre  et  Campari 
Levo  (Lake  Maggiore) — Hotel  Levo 
Lucca — Hotel  de  1’Univers 
Luino  I  Grand  Hotel  Simplon-Terminus 
\  Station  Buffet 

Madesimo — Etablissement  des  Bains* 
Mantua — Grand  Hotel  Acquila  d’Oro 
Menaggio  I  Hotel  Menaggio* 

\  Hotel  Victoria*,  W 
Hotel  de  1’Europe 
Hotel  de  Nord  et  des  Anglais 
Milan  Grand  Hotel  Royal 
Hotel  Cavour,  V 
Grand  Hotel  de  Milan,  W 
Hotel  Continental,  W 
Misurina — Grand  Hotel  Misurina* 
Monsummano — Hotel  Royal  Vittorio  Eman- 
uele* 

Montecatini  (near  Florence) — Grand  Hotel  de 
la  Paix* 

Parker’s  Hotel 
Hotel  de  Londres 
Hotel  Continental 
Hotel  Victoria 
Naples  Bertolini’s  Palace  Hotel,  V 
Hotel  Royal,  W 
Grand  Hotel  du  Vesuve,  W 
,  Grand  Hotel!,  W 
Nervi — Grand  Hotel  et  Pension  Anglaisef 
Orbetelh — Station  Buffet 
Orvieto — Grand  Hotel  Delle  Belle  Arti 
Padua — Grand  Hotel  Fanti 
Palermo  I  Hotel  de  France 

\  Grand  Hotel  des  Palmes!,  W 
Pallanza  j  Hotel  Eden 

\  Hotel  Metropole 

Pegli — Grand  Hotel  de  la  Mediterrande 
Perugia  f  Grand  Hotel  Brufanl 
\  Palace  Hotel 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


377 


Hotels  at  $2.60— $3.00 

Read  text  carefully 

ITALY,  &c. — Continued 


Piacenza — Hotel  San  Marco 
f  Hotel  Victoria 
j  Station  Buffet 

Pisa —  |  Hotel  Restaurant  Nettuno  (meals 

1  only) 

Pistoja —  I  Hotel  du  Globe 
1  Station  Buffet 
Pompeii — Hotel  Suisse 
Portofi.no — Grand  Hotel  Splendidet 
PortofinaKulm — Grand  HptelVillades  Fleurs,  W 
Porto  Maurizio — Riviera  .palace  Hotelt 
Positano — Hotel  Margherite 
|  Hotel  Royal 
Rapallo  J  Hotel  Moderne 

Grand  Hotel  Verlit 
New  Kursaal  Hotel,  W 
Ravello — Hotel  and  Pension  Palumbo 
Ravenna — Hotel  Byron 
Rigoledo  ( Lake  Como) — Grand  Hotel* 

(  Hotel  de  Milan 

I  Hotel  Savoyt 

|  Station  Buffet  (meals  only) 

Rome  I  Hotel  Quirinal  V, 

Hotel  Regina  V, 

Hotel  Continental,  W 
Hotel  Marini,  W 
Hotel  d’Angleterre,  W 
Salerno — Hotel  d’Angleterre 
Salice — Grand  Hotel 

Salo  ( Lake  of  Garda) — Grand  Hotel  Salo! 

(  Grand  Hotel  Milan 
Salsomaggiore  {  Hotel  Central  Bagni* 

(  Grand  Hotel  des  Thermes*,W 
San  Pellegrino — Grand  Hotel* 

|  Continental  Palace  Hotel! 
j  Grand  Hotel  de  Nicet 
San  Remo  {  Hotel  de  l’Europe  et  de  la  Paixf 
Grand  Hotel  Royal!,  V 
Hotel  des  Anglais!,  W 
Santa  Catherina — Hotel  Tresero-Savoy 

BELGIUM,  HOLLAND,  THE  RHINE 

In  many  of  the  hotels  in  Germany  the  table 
d’hote  dinner  is  served  at  mid-day,  and  a 
lighter  meal,  called  supper,  is  served  in  the 
evening.  The  dinner  section  of  the  hotel 
coupons  is  therefore  accepted  for  the  mid-day 
meal,  and  the  luncheon  section  for  the  supper. 

A  bbazia — Hotel  Curanstalten 

Achern  (Black  Forest) — Hotel  de  la  Poste 

Adelsberg — Grand  Hotel* 

Admont  (Styria) — Hotel  zur  Post 
Agram — Grand  Hotel 
Air-la-  |  Henrion’s  Grand  Hotel 
Chapelle  \  Corneliusbad  Hotel 

1  Hotel  du  Dragon  d'Or 
Albbruck  (Black  Forest) — Hotel  Albtlial 
Alkmaar — Hotel  de  Toelast 
(  Hotel  Pays  Bas 
A  msterdam  {  Amstel  Hotel,  V 

l  Brack’s  Doelen  Hote  W 
[  Grand  Hotel 

Antwerp  J  Hotel  de  l’Europe 
]  Hotel  de  la  Paix 
l  Queen’s  Hotel 
Arco — Hotel  Victoria 


(  Grand  Hotel  Miramare  Eu- 
Sestri-Levante  •'  rope 

(  Grand  Hotel  Jensch.  W 
Sienna — Grand  Hotel  Royal  de  Siene 
Sondrio  (Valtelina) — Hotel  de  la  Poste 
Sorrento — Hotel  T  ramontano 
(  Hotel  d'ltalie 

Spezia  {  Station  Buffet  (meals  only) 

[  Hotel  Royal  Croce  di  Malta,  W 
Stresa — Hotel  des  lies  Borromees*,  W 
St.  Vincent  { Vailed ’  Aosta) — Grand  Hotel* 

(  Grand  Hotel 

Syracuse  (  Hotel  des  Etrangers 
1  Palace  Hotel 

f  Grand  Hotel  San  Domenico! 
Taormina  \  Hotel  Timeo 

(  Grand  Hotel  International! 
Tirana — Grand  Hotel  Tirano 

[  Grand  Hotel  Suisse  Terminus 
Turin  {  Grand  Hotel  and  Hotel  d’Europe 
l  Station  Buffet 

Vallombrosa — Grand  Hotel  Vallombrosa* 
Varalio — Etablissemente  Hydrotherapique 
and  Grand  Hotel 

Varenna  { Lake  Como) — Royal  Victoria 
Hotel*,  W 

Varese — Grand  Hotel  Varese 
Venadoro  (Belluno)— Grand  Hotel 
(  Hotel  Victoria 
Venice  J  Hotel  Britannia,  W 

1  Royal  Hotel  Danieli,  W 
I  Grand  Hotel,  W 
Venice  [  Excelsior  Hotel,  V 
{Lido)  {  Hotel  Villa  Regina*,  W 

I  Grand  Hotel  des  Bains*,  W 
(  Hotel  de  Londres  et  Royal  Deux 
Verona  {  Tours 

1,  Grand  Hotel  Colomb  d’Or 
Vesuvius — Eremo  Hotel 
Viareggio — Hotel  de  Russie 
Vintimille — Station  Buffet 

GERMANY,  AUSTRIA,  RUSSIA,  &c. 

Arnhem  /  Grand  Hotel  du  Soleil 
\  Hotel  des  Pays  Bas 
Augsburg — Hotel  des  Trois  Maures 
A  ussee — Hotel  Erzherzog  Franz  Carl 
Baarn— Hotel  Zeiler 
Baden  { near  Vienna)—  Hotel  Sacher 
Baden  Baden  {Germany) — Hotel  Holland,  W 
Badenweiler  {Germany) — Hotel  Sommer* 

Bad  Liebenstein  (Thuringerwald,  Germany) — 
Hotel  Kurhaus  et  Villa  Victoria 
Bayreuth  ( Germany ) — Hotel  de  la  Poste 
Belchen  (High  Mountain  Station)  (Black 
Forest) — Rasthaus  Belchen 
Belgrade  {Servia) — Grand  Hotel 
Berchtesgaden  I  Hotel  Bellevue 
\  Grand  Hotel  * 
f  Grand  Hotel  Bellevue 
Berlin  J  Alexandra  Hotel 

]  Hotel  Prinz  Albrecht 
(  Hotel  Bristol,  V 
Bingen — Hotel  Victoria 
Blankenberghe  I  Hotel  du  Rhin 

\  Grand  Hotel  du  Kursaal* 
Boll  {Black  Forest)- — Hotel  Curhaus* 

Bonn  {Germany)—' Grand  Hotel  Royal,  W 
Boppard — Hotel  Spiegel 


378 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $2.60— $3.00 

Read  text  carefully 

BELGIUM,  GERMANY.  Ac  .—Continued. 


Bozen  I  Hotel  Kaiserkrone 

(Tyrol)  l  Hotel  Victoria 

Breda — Hotel  Swan 

f  Hotel  ile  la  Croix  Blanche 
Bregenz  <J  Hotel  Montfort 
I  Station  Buffet 
Bremen  j  Hotel  de  l’Europe 
1  Hillman’s  Hotel,  V 

Brennerbad  ( Austria ) — Grand  Hotel  Sten- 
zingerhof*.  W 

Breslau — Hotel  Vier  Jahreszeiten 
Broussa  (Turkey  in  Asia) — Hotel  d'Anatolie 
Bruges  /  Hotel  de  Flandres,  W 

1  Grand  Hotel  du  Commerce 
(  Hotel  de  la  Poste 
|  Hotel  du  Grand  Miroir 
Brussels  (  Hotel  Belle  Vue  et  Flandre 
Hotel  Metropole,  W 
Grand  Hotel,  W 
Note. — These  hotels  require  supplements 
not  exceeding  2  fr.  on  bedroom  section  (1910). 
Bucharest  (Roumania) — Hotel  Splendid 
(  Grand  Hotel  Hungaria 
Budapest  \  Hotel  Queen  of  England 
[  Hotel  Continental 

Budweis — Hotel  Kaiser  von  Oesterreich 
Capellen-Stolzenjels — Hotel  Bellevue 
Carlsbad  /  Hotel  Wurttemberger  Hof 
\  Hotel  Savoy  West  End*,  A’’ 
Carlsruhe — Hotel  Germania 
Cassel — Hotel  Royal 
Cettinge  ( Montenegro ) — Grand  Hotel 
Coblence— Grand  Hotel  Belle  Vue 
Cologne  /  Hotel  Disch,  W 
(Germany)  \  Hotel  du  Nord,  W 
Constance  /  Hotel  Hecht 

\  Hotel  Insel*,  W 

Constantinople — Hotel  d’Angleterre  et  Royal 
Cortina  /  Hotel  Cristallo* 

\  Hotel  Miramonti* 

Cracow — Grand  Hotel 
Creuznach—(See  Kreuznach) 

I)ina?it  I  Hotel  des  Postes* 

\  Hotel  de  la  Tete  d’Or* 
Donaueschingen  (Black  Forest) — Hotel 
Dordrecht — Hotel  Orange 

f  Grand  Union  Hotel  (near  Alt 
Dresden  {  Station) 

[  Hotel  Continental 
Durrheim — Hotel  Kurhaus* 

Dussel-  f  Hotel  Heck 

dorf  1  Hotel  Monopol-Metropole 
Echternach — Hotel  du  Cerf 
Ede — Park  Hotel 
Egei — Hotel  Kaiser  Wilhelm 
Eisenach — Hotel  Kaiserhof 
Ems  f  Hotel  Four  Seasons  and  Europe* 

\  Royal  Kurhaus  Hotel* 

Erfurt — Hotel  Erfurter  Hof 
Essen — Hotel  Berliner  Hof 
Feldberger  (High  Mountain  Station)  (Black 
Forest) — Hotel  Feldbergerhof 
Field  of  Waterloo — Museum  Hotel 
Flushing — Hotel  Zeeland 

Fondo ,  Ronsberg  (Austrian  Tyrol) — Hotel 
alia  Posta 

(  Hotel  Schwan 

Frankfort  {  Hotel  Frankfurter  Hof,  V 
( Hotel  Imperial,  W 


Franzensbad  ( Bohemia ) - Hoyer's  Hotel 

Belvedere* 

Freiburg  (Baden) — Hotel  Continental 
Fulpmes — Grand  Hotel  Stubai* 

Garmisch  (Bavaria) — Hotel  A  penhof* 
Gernsbach — Bath  Hotel  Pfeiffer 
Gmunden — Hotel  Bellevue* 

Godesberg — Rheinhotel  and  Pension  Fritz 
Deeson 

Goerlitz — Hotel  Vier  Jahreszeiten 
Golling — Hotel  zur  Alten  Post 
Gorz — Hotel  Sudbahn 
Gossensass  (Tyrol) — Hotel  Grobner 
Gotha — Hotel  Wuenscher 
Graz — Hotel  Elephant 
Gries  (Tyrol) — Hotel  Grieserhof 
Groningen — Hotel  de  Doelen 

(  Restaurant  de  Brinkmann  A  Res- 
Haarlem  {  taurant  de  Kroon 
I  Hotel  Funckler,  W 
•  f  Hotel  Paulez 
Hague  {  Hotel  des  Indes,  V 
(  Hotel  Bellevue,  W 
Halle — Hotel  Preussischer  Hof 
Hamburg  f  Hotel  Streit 

\  Atlantic  Hotel,  V 
(  Hotel  Bristol 

Hanover  (  Kasten’s  Hotel,  V 
l  Hotel  Royal,  W 
Heidelberg  J  Hotel  Europe 
1  Grand  Hotel 

Hoechenschwand  ( Hotel  Kurhaus 
(Black  Forest)  \  Hotel  Schwansee 
Hochfinstermunz — Hotel  Hoehfinstermunz 
Hohen-  |  Hotel  Alpenrose* 

schwangau  \  Hotel  Schwannsee* 

Holsteig  (Hollenthal)  (Black  Forest) — Golden 
Star  Hotel 

Homburg  f  Hotel  Belle  Vue,  W 
1,  Grand  Hotel* 

Hoorn — Park  Hotel 

Hornberg  J  Schloss  Hotel* 

(Black  Forest)  \  Hotel  Baeren 
Igls  (Tyrol) — Hotel  Iglerhof* 

Ilsenburg-a-Harz — Hotel  zu  den  rothen 
Innsbruck  /  Hotel  Kreid  Forellen 

(Austria)  \  Hotel  Tyrol,  W 
Ischl  /  Hotel  it  la  Croix  d’Or* 

\  Hotel  Kaiserkrone* 

Jena — Hotel  Schwarzen  Baeren 
Karersee  (Tyrol),  /  Hotel  Karersee* 

1  Karerpass  Hotel 
Kempten — Hotel  Krone 
Kharkoff — Hotel  Rouff  (Hotel  de  Russie) 

Kiel — Hotel  Continental 

Kissingen — Hotel  Victoria  and  Kaiserhof 
Klagenfurt — Hotel  Moser 
Konigswinter  /  Monopol  Hotel* 

(Germany)  \  Grand  Hotel  Mattern* 
f  Hotel  Kurhaus* 

Kreuznach  {  Royal  Hotel* 

l  Hotel  Oranienhof* 

Kuf stein — Hotel  Post 
Laibach—^ Grand  Hotel  Union 
Landeck  (Tyrol)— Hotel  de  la  Poste 
Leeuwarden — Hotel  Nieuwe  Doelen 
Leiden — Hotel  Levedag 
Leipzig  f  Hotel  Hauffe 

1  Hotel  de  Prusse 

Lenzkirch  (Black  Forest)— Hotel  Poste 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


379 


Hotels  ot  $2.60— $3.00 

Read  text  carefully 

BELGIUM,  GERMANY,  Ac.— Continued 


Leohen — Grand  Hotel  Games 
Levico  ( South  Tyrol,  Austria) — Grand  Hotel* 
Liege  /  Hotel  de  1’Europe 
{  Hotel  de  Sufede 
Lindau — Hotel  de  Baviere 
Linz —  f  Hotel  zum  rothen  Krebs 
1  Hotel  Erzherzog  Karl 
Lorrach  (Black  Forest) — Hirsch  Hotel 
Louvain — Hotel  de  Suede 
Lubeck — Hotel  Stadt  Hamburg 
Luxemburg — Grand  Hotel  Brasseur 
Maastricht — Hotel  de  Levrier 
Madonna  di  I  Hotel  des  Alpes* 

Campiglio  \  Hotel  Camp  C"  rlo  Magno*,  W 
Magdeburg — Hotel  Continenta. 

Mannheim — Park  Hotel,  W 
Marburg — Hotel  Ritter 
M arienbad  j  Hotel  Casino 

1  Hotel  Furstenhof*,  W 
Mayence — Hotel  Holland,  W 
Meiningen — Hotel  de  Saxe 
Metidelpass  (  Hotel  Mendelhof* 

(Tyrol)  \  Grand  Hotel  Penegal 
f  Hotel  Frau  Emma 
Meran  \  Hotel  Erzherzog  Johann,  W 
1  Palast  Hotel.  W 
Metz  (  Grand  Hotel  de  Metz 
1  Royal  Hotel 

'Middelburg — Hotel  Nieuwe  Doelen 
Moscow  /Hotel  National 
1  Hotel  Berlin 
(  Hotel  Belle  Vue 
Munich  {  ( Bavaria ) — Park  Hotel 
( Hotel  Bayerischer  Hof 
Special  2  rnarksuppl.  on  bedroom  section. 
(1910),  Engage  rooms  a  month  in  advance. 
Namur — Hotel  d’Harscamp 
Nam  ur-Citadelle  ( Belgium ) — Grand  Hotel 
Citadelle 

Nassereit  (Tyrol) — Hotel  de  la  Poste 
Nauheim  /  Kirsch’s  Hotel* 

\  Hotel  Europe* 

Neiderbronn  Bad — Hotel  and  Villa  Matthis 
Neustadt  (Black  Forest) — Hotel  Poste 
Nieuport- Bains — Grand  Hotel  des  Bains* 
Norderney — Pension  Quisisana  ,V 
Nuremberg  ( Hotel  Golden  Eagle 

t  Hotel  Wurtembergherhof,  W 
Nymegen — Hotel  Keizer  Karel 
Oberhof—^ Grand  Hotel  Kurhaus 
Oberkirch  (Black  Forest) — Hotel  Linde 
Offenburg  (Black  Forest) — Ketterer’s  Station 
Hotel 

Oosterbeck — Hotel  Taffelberg* 

Opcina — Grand  Hotel  Obelisco 

( Stracke’s  Hotel  d’Alleinagne 
|  Hotel  Royal  du  Phare 
Ostend  1  Hotel  Imperial* 

.  I  Hotel  Wellington* 

(  Hotel  Splendide*,  W 
Ottenhofen  (Black  Forest) — Hotel  Pflug 
Pirtenkirchen — Hotel  zum  Stern 
Passau — Hotel  Bayrischer  Hof 
Pesth — (See  Budapest) 

Pordoi  (Dolomites) — Hotel  Pordoi* 

Portschach  am  See  ( Austria ) — Etablissement 
Ernest  Wahliss 


I  Hotel  du  Cheval  Noir 
J  Hotel  Paris 
Prague  ]  Palace  Hotel,  W 

( Hotel  Erzherzog  Stephan 
Prien  ( Ba  varia ) — Strand  Hotel  and  Chiemsee* 
Puchberg — Hotel  Schneebergbahn 
Rabbi  {Tyrol) — Grand  Hotel  Rabbi* 

Ragusa  (Dalmatia)— Grand  Hotel  Imperial/,  W 
Regensburg — Hotel  Gruener  Kranz 
Reichenhall  (Bavaria) — Hotel  Kurhaus  Ach- 
selmannstein* 

Rendsburg — Green’s  Hotel 

Riva  (Lake  of  Garda) — Lido  Palace  Hotel* 

Rolandseck— Hotel  Bellevue 

Roncegno  I  Grand  Hotel  des  Bains* 

{Tyrol)  \  Palace.  Hotel*,  W 
Rosenheim — Hotel  Deutscher  Kaiser 
Rothenburg  o  Tauber  (Bavaria) — Hotel  and 
Curhaus  Wildbad 
Rotterdom  /  Hotel  Weimar 

\  Hotel  Leygraaffs 
Rudesheim — Hotel  Rheinstein* 
f  Hotel  zum  Ritter 
Rudolstadt  {  Hotel  zum  Loewe 
(  Hotel  Rudolsbad 

Salsburg  (  Park  Hotel  and  Villa  Savoy 
\  Hotel  Bristol,  W 

Sarajevo  (Bosnia) — Hotel  Europe,  W 
Schandau  (  Hotel  Bahr* 

\  Hotel  Sendig 

[  Hotel  des  Galeries* 
Scheveningen  {  Kurhaus  Hotel,  V 
l  Grand  Hotel* 

Schierke — Hotel  Furst  zu  Stolberg  • 
Schlangenbad — Hotel  Koenigliche  Kurhauser 
Schneeberg — Hotel  Hochschneeberg* 
Schopfheim  (Black  Forest) — Hotel  Three 
Kings 

Schwalbach  I  Hotel  Metropole* 

\  Hotel  Victoria* 


Schmarzburg — Hotel  Weisser  Hirsch 
Sebastopol — Hotel  Wetzel 
Sebenico — Hotel  de  Ville 
Semmering  f  Hotel  Erzherzog  Johann 
(Austria)  {  Hotel  Panhans,  W 
( Hotel  Sudbahn,  W 
Siofok — The  Baths  Hotels 
Sofia  (Bui-  f  Grand  Hotel 

garia)  /  Grand  Hotel  Panachoff 
{  Hotel  Bristol 
Spa — Hotel  de  l’Europe  * 

Spalato  (Dalmatia) — Grand  Hotel  Bellevue 

Speyer — Hotel  du  Rhin 

St.  Goar  (Rhine) — Hotel  Lilie* 

St.  Johann  im  Pongau  ( Kronland ,  Salzburg) — 
Hotel  Pongauer  Hof 

St.  Marie-aux- Mines  (Alsace) — Grand  Hotel 
[  Hotel  Victoria 
I  Hotel  de  France 
St.  Petersburg  Grand  Hotel 

Grand  Hotel  d’Europe 
Hotel  d’Angleterre 

St.  Wolfgang — Hotel  Peter  z  Schafbergspitze* 
Stettin — Hotel  du  Nord 

(  Hotel  de  la  Ville  de  Paris 
Strassburg  \  Hotel  National 
(.  Palast  Hotel 

Stuttgart  (Wurtemberg) — Hotel  Marquardt 


380 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $2.60 — $3.00 

Read  text  carefully 

BELGIUM,  GERMANY,  &c.— Continued 


Sulden  {Tyrol) — Hotel  Sulden*,  W 
Tegernsee  {Bavaria) — Hotel  Tegernseer-Hof 
Teinach  (Black  Forest) — Hotel  Schwarzwald- 
Bad 

Thale — Hotel  Zehnpfund 
Tilburg  (Holland) — Hotel  Gouden  Zwaan 
Titisee  (Black  Forest) — Hotel  Titisee 
Tablach — Hotel  Sudbahn* 

Tedimoos  (Black  Forest) — Hotel  Aigle 
Todinau  (Black  Forest) — Hotel  Ochsen 
Torbole  (Lake  of  Garda,  Austria) — Grand 
Hotel  Torbole* 

Trafoi  (Tyrol) — Hotel  Trafoi*,W 
Trentino  {Tyrol) — Grand  Hotel  Lavarone* 
Treves — Hotel  Porta  Nigra 
Triberg  (Town)  /  Hotel  Lo wen-National 
(Black  Forest)  ( 

(Cascade)  (Black  Forest) — Hotel  Schwarz- 
wald* 

Trieste  j  Hotel  de  la  Ville,  W 
\  Hotel  de  l’Orme,  W 

Trient  (Tyrol)— Imperial  Grand  Hotel  Triento* 
Tuffer,  Unter  Steiermark — Hotel  Kaiser 

Franz  Joseph  Bad 

TJ eberlingen  (Lake  of  Constance) — Hotel  des 
Bains 

Uj-Tatrafiired — Hotel  Bade 

TJlm  f  Hotel  Russisclier  Hof 
(Wurtemberg)  ( Monster  Hotel 
Utrecht — Hotel  des  Pays  Bas,  W 
Valkenberg — Grand  Hotel  Kurhaus* 

Venders — Hotel  du  Chemin  de  Fer 


Hotel  Royal 
Hotel  Metropole 
Vienna  Hotel  Erzherzog  Karl 
Hotel  Matschakerhof 
Hotel  Bristol,  V 
Hotel  Imperial,  V 
I ’illach — Hotel  Post 

Vohrenbach  (Black  Forest) — Hotel  Kreuz 
W ageningen — Hotel  de  Wageningsche-Berg  ’ 
Waldshut  (Black  Forest) — Hotel  Blume 
Warsaw  (Russia) — Hotel  Bristol,  W 
Wehlen — Hotel  Deutsches  Reich 
Wehr  (Werrathal)  (Black  Forest) — Hotel 
Krone 


[  Grand  Hotel  du  Rhin 
|  Hotel  Victoria 
Wiesbaden  {  Hotel  Cecilie 
I  Palast  Hotel 
{ Hotel  Nassau,  V 
Wildungen — Hotel  Kaiserhof* 

Wimpfen — Hotel  Mathildenbad 
Wolfach  (Black  Forest) — Hotel  Krone 
Worms — Hotel  de  l'Europe 
Wurzburg — Hotel  Kronprinz 
Wyk  aan  Zee — Bad  Hotel* 

Zakopane  (Hungary) — Hotel  Pension 
Skoczysky 

Zandvoort — Hotel  d’Orange* 
f  Grand  Hotel 
I  Hotel  Lebzelter 

Zell  a.  See  {  Hotel  Kesselfall  Alpenhaus 
(  Hotel  Moserboden 
Zutphen — Grand  Hotel  du  Soleil 
Zwolle — Hotel  Keizerkroon 


GREECE,  MALTA,  &c. 


Athens — Hotel  d’Angleterre 
Candia  {Crete) — -Hotel  C’nossus 
Chains  { Greece ) — Hotel  Palirria 
Corfu — Grand  Hotel  St.  George 
Corinth — Hotel  de  la  Grande  Bretagne 
Delphi  {Greece) — Grand  Hotel  d'Apollon 
Pythien 


f  Hotel  Royal 
Malta  \  Hotel  d’Angleterre 

(  ( Sliema ) — Modern  Imperial  Hotel 
Megaspilion  ( Greece ) — Hotel  Chelmos 
Nauplia  {Greece) — New  Hotel 
Olympia  {Greece) — NewGrand  Hotel 
Patras — Hotel  Patras 
Smyrna — Hotel  Huck 
Sparta — Hotel  Panhellinion 


SPAIN,  PORTUGAL,  Etc. 


Alcobaca  (Portugal) — Hotel  Alcobacense 
Algeciras — Hotel  Anglo  Hispano 
Alicante — Hotel  Reina  Victoria 
Badajos — Railway  Buffet 
Barcelona  f  Grand  Hotel 

\  Hotel  Grand  Continental 
Bobadilla — Bobadilla  Buffet 
Burgos — Grand  Hotel  de  Paris 
Bussaco — Palace  Hotel 
Cadiz — Hotel  de  France  and  Paris 
Cintra  f  Lawrence’s  Hotel 
(Portugal)  (  Hotel  Costa 
Cordova — -Grand  Hotel  Suisse 
Escorial  f  Hotel  Miranda 

\  Hotel  Reina  Victoria 
Figueras — Hotel  de  Commerce 
Gibraltar  /  Grand  Hotel 
\  Hotel  Bristol 

Granada — Hotel  Washington  Irving 

{Town) — Grand  Hotel  Alameda 


Irun — Station  Buffet  (meals  only) 

La  Granja  (near  Madrid)  Spain— Hotel  de 
l’Europe 

Lisbon  {Portugal) — Hotel  Central 
I  Hotel  des  Ambassadeurs 
Madrid  J  Grand  Hotel  de  Roma 
Grand  Hotel 
Hotel  de  la  Paix,  V 
Malaga  J  Hotel  Regina 
\  Hotel  Colon 

Mont  {  Grand  Hotel  Mont  Estoril 
Estoril  (Grand  Hotel  d’ltalie 
Oporto — Grand  Hotel  de  Paris 
Palma  (Majorca,  Balearic  Isles) — Grand 
Hotel 

Ronda  /  Hotel  Gibraltar 
1  Royal  Hotel 

San  Sebastian — Grand  Hotel  Continental 
Saragossa — Hotel  Quatre  Nations  et  Univers 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


381 


Hotels  at  12.60— $3.00 

Read  text  carefully 

SPAIN,  PORTUGAL,  &c.—  Continued 


[  Grand  Hotel  de  Paris 
Seville  {  Hotel  d’Angleterre 

[  Grand  Hotel  de  Madrid 
Tangier  J  Hotel  Continental 
(Morocco)  \  Hotel  Cecil 


Tarragona  /  Hotel  de  Paris 

\  Grand  Hotel  Continental 

Toledo — Grand  Hotel  de  Castilla 
Valencia — Grand  Hotel  de  Rome 


ALGERIA— TUNIS 


Ain  Temouchent — Hotel  de  Londres 

(  Hotel  Alexandra  (late  Kirsch)  (Mus- 

ktapha  Superieurt 

tel  St.  George  (Mustapha  Supe- 
A  Igiers  J  rieur) 

Hotel  de  la  Regence  (in  Town) 

Grand  Hotel  des  Etrangers  (in  Tow) 
Hotel  de  1’ Oasis 
Continental  Hotel 
Batna — Hotel  des  Etrangers 
(  Royal  Hotel 
Biskra —  \  Hotel  Victoria 
{  Palace  Hotel 

Bizerte  (Tunis) — Grand  Hotel 
Blidah — Hotel  d’Orient 
Bona — Hotel  d’Orient 
Bougie — Grand  Hotel  de  France 
f  Grand  Hotel 

Constantine —  <|  Hotel  St.  Georges  et  d’Orient 
( Hotel  de  Paris 
El-Kantara — Hotel  Bertrand 
Enfidaville — Grand  Hotel 
Guelma — Hotel  d’Orient 
Hammam  R'lrha — Hotel  des  Bainsf 


Hammam  Meskoutine — Etablissement 
Bainsf 

Kairouan — Hotel  Splendid 
K errata — Hotel  du  Chabet 
Korbous — Hotel  des  Thermesf 
Kroubs — Hotel  d’Orient 
Laghouat — Grand  Hotel  du  Sud 
Medea — Hotel  d’Orient 
Miliana — Hotel  du  Commerce 
[  Hotel  Continental 
Oran — (  Hotel  Metropole 

( Grand  Hotel  Victor 
Palestro — Hotel  du  Commerce 
Philippeville — Grand  Hotel 
Setif — -  /  Hotel  de  France 
1  Hotel  d'Orient 
Sidi  Bel  Abbes — Hotel  Orient 
Soukahras — Grand  Hotel 
Sousse — Grand  Hotel 
Teniet  el  Haad — Hotel  du  Commerce 
Tlemcen — Hotel  de  France 

I  Tunisia  Palace  Hotclf 
Tunis —  I  Grand  Hotel 

Grand  Hotel  de  Paris 
Grand  Hotel  de  France 


NORWAY,  SWEDEN,  DENMARK 


Bergen  J  Hotel  Norge 
\  Hotel  Holdt 
Bod  3 — Grand  Hotel 
Carlskrona — Stadshotellet 
Christiania — Grand  Hotel 
Christiansand — Hotel  Ernst 

f  Hotel  King  of  Denmark 
Copenhagen  {  Hotel  Cosmopolite 
I  Hotel  Phoenix 

Fano  ( Denmark ) — Hotel  King  of  Denmark 
f  Hotel  Eggers 

Gothenburg  J  Hotel  Gota  Kallare 
Grand  Hotel,  W 
(  Palace  Hotel 

Klampenhorg — Hotel  Bains  de  Mer 
Malmo — Kramer’s  Hotel 


Marienlyst — Hotel  des  Bains 
Molde — Alexandra  Hotel 
Norrkoping — Gota  Hotel 
Ostenrund — Grand  Hotel 
Stalheirn- — Stalheim  Hotel 
Stavanger  I  Grand  Hotel 
1  Hotel  Victoria 
(  Hotel  Rydberg 
Stockholm  j  Crown  Prince  Hotel 
Grand  Hotel,  V 
Hotel  Continental,  W 
f  Hotel  Angleterre 
Trondhjem{  Grand  Hotel 

( Hotel  Britannia,  W 
Vossevangen — Fleischer’s  Hotel 

Special  Rates 


Hotels  at 

Read  text  carefully 

NORWEGIAN 


Special  hotel  coupons  at  9s.  per  day  provide 
for  full  board.  Consult  the  tourist  agency  about 
this  if  you  are  going  to  use  coupons. 

Aaplano  (Saumanger)— Aaulands  FIctcl 
Aalesund — Schieldrup’s  Hotel 
Grand  Hotel 

“  Hotel  Scandinavia 


AandalsnjEs  (Romsdalcn) — 

Grand  Hotel  Bellevue 
Park  Hotel 
Hotel  Romsdalshoin 
AurtDAL  (Valders) — Frydenlund  Hotel 
BALnonMEN  (Soguefjord) — 

Hotel  Balestrand 
Kviknes  Hotel 


des 


382 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  Special  Rates 

Read  text  carefully 

N  O  R  WEG I A  N — Continued 


Battenfjordsoren— Hotel  Konb  Oscar  II. 
Bergen — Smeby’s  Hotel 

Hotel  d’Angleterre 
Borte  (Telemarken) — Hotel  Borte 
Byglandsfjord  (nr.  Christianssand) — Hotel 
Breidablik 

Christiania — Hotel  Continental 

Sostrene  Scheen’s  Hotel 
Westminster  Hotel 
Hotel  Belvedere 
Hotel  Scandinavie 
Dalen  (Telemarken)— Hotel  Dalen 

Hotel  Bandak 

Djupvand  (Geiranger) — Hotel  Djupvashyt- 
ten 

Dokka  (Valders) — Dokka  Hotel 
Domaas  (Gudbrandsdalen) — Posting  Inn 
Drammen— Central  Hotel 

Edland  (Telemarken)— Haukelisseter  Hotel 
Egge  (Nordfjord) — Hotel  Egge 
Eide  (Hardanger) — Mieland’s  Hotel 
Eide  (Romsdalen) — Lerheim’s  Hotel 
Fagern.®  (Valders) — 

“  Fagernaes  Hotel 
“  Fagerlund  Hotel 

Fagerstrand  (Vestfjorddalen) — Hotel  Fager- 
strand 

Fibelstadhaugen  (Norangsdal,  Suneiven)  — 
Hotel  Norangsdal 
Finse — Finse  Hotel 

Fjelds^eter  (nr.  Frondhjem) — Tourist  Hotel 
Fladmark  (Romsdalen) — Station  Inn 
Flekkefjord— Moy’s  Hotel 
Fokstuen  (Gudbrandsdalen) — Posting  Inn 
Forde  (Sondfiord) — Sivertsen’s  Hotel 
Fosheim  (Valders) — Fosheim  Hotel 
Framn.es  (Vossenstranden) — Frammes  Hotel 
Freitheim  (Sogn) — Fretheim’s  Hotel 
Gol  (Hallingdal) — Rolfshus  Hotel 
Grotli — Grotlid  Hotel 

Grungedal  (Telemarken) — Clrungedal  Hotel 
Gudvangen — Hansen’s  Hotel 

Hotel  Vikingvang 
Gulsvik — Gulsvik  Hotel 
H.eg  (Lserdal) — Hotel  H*g 
Hangastol — Hotel  Hangastol 
Hanko — Hanko  Hydro  (Hanko  Bad) 
Haukeli  (Telemarken) — • 

“  Hotel  Haukeli 

“  Hotel  Haukeli  Graend 

Heggenes  (Bygdin,  Valdens) — Haggenes 
Hotel 

Hellesylt  (Suneiven) — Grand  Hotel 
Hjelle  (Opstryn  Nordfjord)  — 

“  Hjelles  Hotel 

Holaker  (Gudbrandsdalen) — Posting  Inn 
Honefos — Glatved’s  Hotel 
IIorghejm  (Romsdalen) — Station  Inn 
Husum  (Lierdal)— Hotel  Husum 
Kongsberg— Grand  Hotel 
Victoria  Hotel 

T.e rd ALSoren  — Li n d s t ro in’s  Hotel 
Lerfossen  (nr.  Trondhjem) — Fossestuen 

Restaurant  (Meals  only) 

Loen  (Nordfjord) — Hotel  Alexandra 
Tofthu.s  (Hardanger)— Hotel  Ullensvang 
Token  (Valders) — Posting  Inn 
Hotel  Orkla 

Maristuen  (Fillefjeld) — Hotel  Maristuen  • 
Merok  (Geiranger) — Hotel  Union 


Mundal  (Fjaerland,  Sogn) — Mundal's  Hotel 
Myrdal— Hotel  Vatnahalsen 
N.esflaten  (Suldal) — Hotel  Bratlandsdal 
Narvik — Hotel  Fonix 

Norheimssund  (Hardanger) — Sandven’s  Ho¬ 
tel 

Nystrand  Station  (nr.  Skien) — Hotel  Fi- 
danger  Bad 

Nystuen  (Fillefjeld) — Hotel  Nystuen 
Odda  (Hardanger) — • 

“  Hotel  Hardanger 
Odda  Grand  Hotel 
“  Hotel  Odda 

Ounces  (Valders) — Odnaes  Hotel 
Oie  (Norangsijord) — Union  Hotel 
Oilo  (Valders) — Vang’s  Hotel 
Olden  (Nordfjord) — Yri’s  Hotel 
Ovre  Vasenden  (Hardanger) — Niesheims 
Hotel 

Opheim  (Vossestranden) — 

“  Opheim  Hotel 

Ormhf.im  (Romsdalen) — Ormheim  Hotel  » 

Os — Solstrand  Hotel 

Osen  (Suldal) — Hotel  Suldalsporten 

Roldal — Hotel  Roldal 

Romsdalen — Halsa  Hotel 

S.ebo  (Hjorundfjord) — Hotel  Rilse 

Sand — Kaarhus  Hotel 

Sande  (Sondfjord) — Sivertsen’s  Hotel 

Sandene  (Nordfjord)  — 

“  Hotel  Gloppen 
“  Siv'ertsen’s  Hotel 
Seljestad  (Hardanger) — 

Folgefonden  Hotel 
Seljestad  Hotel 

Skaare  (Opstryn,  Nordfjord) — Skaare  Sta¬ 
tion  Inn 

Skf.i  (Helgheim,  Jolster) — Hotel  Skei 
Skien — Grand  Hotel 
“  Hoyer’s  Hotel 
“  Hotel  Royal 

Skogstad  (Fillif j eld) — Hotel  Skogstad 
Soholt  Orskoug  (Sondmor) — Rasmussen's 
Hotel 

Sollihogda,  (nr.  Christiania) — Posting  Inn 
Sorum  (Valders) — Sorum  Hotel 
Slemdal  (nr.  Christiania) — Fosheim  Pension 
Stalheim  (Vossestranden) — Hotel  Stalheim 
Stavenger — Grand  Hotel 
Hotel  Victoria 

Stenkj.er — Thorbjornsen’s  Hotel 
Langlie’s  Hotel 
Store  n — Flagestad’s  Hotel 
STUEFLAATEN(Gudbrandsdalen) — Posting  Inn 
Sundvolden  (Ringerike) — Sundvolden  Hotel 
Toftemoen  (Gudbrandsdalen) — Posting  Inn 
Tonsaasen  (Valders) — 

Tonsaasen  Sanatorium 
Sports  Hotel 

Trengereid  (near  Bergen)  -Kvamshoug  Ho¬ 
tel 

Tromso — Grand  Hotel 
Trondhjem — 

Grand  Hotel  Cafe  /  Meals  only 
Grand  Theatre  Cafe  \ 

Tvinde  (Vossestranden) — Hotel  Tvinde 
Tyin  (Valders) — Hotel  Tyin 
'  Ulvik  (Hardanger) — 

“  Brakames  Hotel 
“  Westrheim’s  Hotel 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


383 


Hotels  at  Special  Rates 

Read  text  carefully 
NORWEGIAN— Continued 


Utviken  (Nordfjord) — Hotel  Britannia 
Vadheim  (Sognefjord) — Vadheim’s  Hotel 
ViaSjETer  (Opstryn,  Nordfjord) — Vide-1 
saeter  Hotel 

Vik  (Sognefjord) — Hopstock’s  Hotel 


Vinje  (Vossestranden) — Hotel  Vinje 
Visnves  (Nordfjord) — Hotel  Central 
Vossevangen — Fleischer’s  Hotel 
DANISH 

Silkeborg — Hotel  Silkeborg 


SWEDISH 


Are — Grand  Hotel 
Elfkarleo — Turist  Hotel 
Hf.lsingborg— Hotel  d’Angleterre 
Karlstad — Grand  Hotel 
Kil — Railway  Hotel 

(Jernvags  Hotellet) 
Lidkoping — Hotel  Svea  . 
Marstrand — Stodshotellet 


Ockero — Ockero  Hafsbad  (Hydro) 

Orsa — Railway  Hotel 
Ratvik — Railway  Hotel 
Rodsund — The  Canal  Hotel 
Solleftra — Hotel  Appelberg 
Torsby  (Wermeland) — Grand  Hotel 
Tourist  “ 

Wenersborg — City  Hotel  (Stadshotellet) 


ENGLAND,  SCOTLAND  AND  IRELAND 


Coupons  for  these  Hotels  cost  10/6  ($2.60), 
lunch  2/6  extra  (60  cents).  Full  board  12/. 

For  exceptions  see  tourist  agency  list  if  you 
are  going  to  use  coupons.  Coupons  are  hardly 
as  satisfactory  in  the  British  Isles  as  on  the 
continent.  The  list  however  is  given  so  that 
intending  tourists  may  lay  out  their  expenses 
in  advance.  Cash  will  certainly  go  as  far  in 
these  hotels  as  the  coupons. 

Bakewell  (Derbyshire) — Rutland  Arms 
Bangor  Ferry  (Wales) — George  Hotel 
Barmouth — Marine  Hotel 

Cors-y-gedol  Hotel 

Beaumaris — The  Willi  ams-Bulkeley  Arms 
Hotel 

Bf.ddgelert — Royal  Goat  Hotel 
Birmingham — Grand  Hotel 

Imperial  Hotel 
Blackburn — Old  Bull  Hotel 
Boscombe — Burlington  Hotel 
Boston — Peacock  and  Royal  Hotels 
Bournemouth — Hotel  Metropole 
Bradford — Midland  Hotel 
Brighton — Grand  Hotel 

Belvedere  Mansions  Hotel,  King’s  Road 
Hotel  Curzon 
Queen’s  Hotel 

The  Queen’s  and  late  Markwell’s  Hotel 
Bristol — Royal  Hotel,  College  Green 
Buxton — Royal  Hotel 
Cambridge — Bull  Hotel 
Canterbury — The  New  County  Hotel 
Cardiff  (Wales) — -Royal  Hotel 
“  Queer’s  Hotel 
Carlisle — Crown  and  Mitre  Hotel 
Carnarvon — Sportsman  Hotel 
Cheltenham — Queen’s  Hotel 
Chester — Queen  Hotel 

Westminster  Hotel 

Clevedon  (Somerset)- — Walton  Park  Hotel 
Colwyn  Bay — Imperial  Hotel 
Darlington — King’s  Head  Hotel 
Derby — Midland  Hotel 
Dover — Hotel  Burlington 
Dovercourt  Bay — Hotel  Alexandra 
Durham — Royal  County  and  Three  Tunns 
Hotels 

Eastbourne — Albion  Hotel 
Ely — Bell  Hotel;  Lamb  Hotel 


Folkestone — Queen’s  Hotel 

Royal  Pavilion  Hotel 

Freshwater,  I.O.W. — Freshwater  Bay  Hotel 
Glastonbury — George  Hotel 
Gloucester — New  Inn  Hotel 
Gorleston-on-Sea  (near  Yarmouth) — Cliff 
Hotel 

Harrogate — Granby  Hotel 
Hastings — Albany  Hotel 
Queen’s  Hotel 

Hayling  Island  (Hampshire) — Grand  Hotel 
Henley-on-Thames — Catherine  Wheel  Hotel 
Hull — Grosvenor  Hotel 
Hunstanton — Sandringham  Hotel 
Kenilworth — The  Abbey  Hotel 
Leamington  Spa — Manor  House  Hotel 
“  Crown  Hotel 
Leeds — Queen’s  Hotel 

Trevelyan  Temperance  Hotel 
“  Hotel  Metropole 
Leicester — Grand  Hotel 

Wyvern  Temperance  Hotel 
Bell  Hotel 

Lelant  (Cornwall) — Carbis  Bay 
Lewes — White  Hart  Hotel 
Lincoln — Great  Northern  Station  Hotel 
Saracens  Head  Hotel 
Liverpool — Adelphi  Hotel 

Exchange  Station  Hotel 
Hotel  St.  George 
Compton  Hotel 
Li.anberis — Victoria  Hotel 
Llandudno — Marine  Hotel 
Grand  Hotel 
Llangollen — Hand  Hotel 
London — Midland  Grand  Hotel 
First  Avenue  Hotel 
Liverpool  Street  Hotel 
St.  Ermin’s  Hotel,  S.  W. 
Westminster  Palace  Hotel,  Victoria 
Street 

Hotel  de  l’Europe,  Leicester 
Square 

Salisbury  Hotel,  Salisbury  Square 
Devonshire  House  Temperance 
Hotel,  Bishopsgate  Street  With¬ 
out 

The  Royal  Palace  Hotel,  Kensing¬ 
ton,  W. 

See  section  on  London  for  a  good  list  of 
hotels  specially  prepared. 


384 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Price 


THE  HOTEL  CECIL,  London,  wx. 


Adults  / 

Children 

Servants 


k\  SAILER  i  . 
q  HARVEVi  Joint  Managers. 


Telcphon*:  GCRRARD  4862. 
Telegrams:  "CECELIA.  IONOOH.' 


The  Management  reepectful'y  give  fx-tlce  tKat  they  reserve  to  themselves  the  right  to  make  an  Extra  Charge 
for  Apartments  v*l»en  Meals  are  not  habitually  taken  In  the  Hotel 


190  y 


Aocount®  are  dt-io  AH©  day  they  are  rendered. 


Brought  forward 

Apartments  . 

I  'iron.  . 

Baths 
Breakfast 
I  -uncheon 
Dinner 

Tea,  Coffee,  Milk,  etc. 
Supper  ...  ... 

Biscuits,  Sandwiches  &  Soup 
I  >esset t,  ices,  etc.  ... 
Servants’  Board 

Beer  ... 

Wines 
Liqueurs 
Spirits 
Minerals 

Cigars  and  Cigarettes 
Hairdressing,  Clothes- 

pressing,  etc 
Carriages  &  Omnibuses 
Motor  Car  Hire.  etc. 
Laundry 
Typewriting... 

Storage 
Sundries 

DISBURSEMENTS. 

General  Accounts  ... 
Telegrams  $nd  Postages 
N  ewspapefs ... 

Messengers  ...  ... 

Parcels 

Cabs ...  . 


( •  1  d 
r 

/  * 


G%29  JQvDowLe-^ptl-  | 


EXAMPLE  OF  HOTEL  BILL  AT  A  FIRST-CLASS  HOTEL  IN  LONDON 
Accomodations  of  similiar  character  would  cost  about  double  in  New  York 


Auoune  reclamation  ne  sera  accegtec  48  heures  aprCs  la  remise  de  chaque  note. 


. . .  . 


M . M .  lES  Voya  ge  u r s  sont  prevenus  oue 

LA  NOTE  OES  DEPENSES  E6T  REMISE  CHAQUE 
•  SEMAINE  ET  DOIT  ETRE  PAYEE  LE  LENDEMAIN 

A  IA  CAISSE 

LES  PaiEMENTS,  POUR  ETRE  VALABLES.DOIVENT 


Visitors  are  respectfully  INFORMED 

THAT  THE  h6tEL  BILLS  ARE  DEUyERID  AT 
THE  END  OF  EACH  WEEK  AND  REQUIRE  TO 
BE  PAID  ON  THE  FOLLOWING  O AY  AT  THE 

CASH  I  ER'fe  OFFICE 
Payments  to  be  valid  must  bearthk 
CASH  OFFICE  STAMP. 


EXAMPLE  OF  A  HOTEL  BILL  AT  A  FIRST-CLASS  PARTS  HOTEL 
Accommodations  of  similar  character  would  cost  about  double  in  New  ^  ork 


386 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  Special  Rates 
Read  text  carefully 
ENGLAND, 


Manchester — Grand  Hotel 
Mosley  Hotel 

Deansgate  Temperance  Hotel 
“  .  Grosvenor  Hotel 

Midland  Hotel 

Margate — Queen’s  and  High  Cliff  Hotels 
White  Hart  Hotel 
Matlock-Bath — New  Bath  Hotel 
Nantwich — Brine  Baths  Hotel 
Newhaven — London  and  Paris  Hotel 
Newport  (I.  of  W.) — Warburton  Hotel 
Norwich — Maid’s  Head  Hotel 
Nottingham — Victoria  Station  Hotel 
Oxford — Roebuck  Hotel 
Clarendon  Hotel 
Randolph  Hotel 

Parkeston  Quay  (near  Harwich) — Parkeston 
Hotel 

Rhyl  (N.  Wales) — Westminster  Hotel 
Ripon — Unicorn  Hotel 

Roker-by-the-Sea,  Sunderland — Roker  Ho¬ 
tel 

Ryde  (I.  of  W.) — Royal  Pier  Hotel 

St.  Leon ard’s-on -Sea — Alexandria  Hotel 


&  c. — C  ontinued 

St.  Margaret’s  Bay,  Dover — St.  Margaret's 
Bay  Hotel 

Salisbury — County  Hotel 
Saltburn-by-the-Sea  (Yorkshire) — Alexan¬ 
dra  Hotel  and  Hydro 
Scarboro’ — Pavilion  Hotel 
Shanklin  (I.  of  W.) — Royal  Spa  Hotel 
Sheerness — Royal  Fountain  Hotel 
Southampton — South  Western  Hotel 
Southport — Queen’s  Hotel 
Stratford-on-Avon — Red  Horse  Hotel 
Sutton  Coldfield — Royal  Hotel 
Trefriw  (N.  Wales) — Hotel  Belle  Vuc 
Tring — Rose  and  Crown  Hotel 
Ventnor — Esplanade  Hotel;  Royal  Hotel; 

Royal  Marine  Hotel 
Warwick — Woolpack  Hotel 
Westcliff-on-Sea  (near  Southend) — Queen's 
Hotel 

West  Hartlepool — Grand  Hotel 
Windsor  (Bucks,) — White  Hart  Hotel 
Woodhall  Spa — Royal  Hydro  Hotel 
Worcester — Crown  Hotel 
York — Harker’s  Hotel 


Hotels  at  $3.00 

SCOTLAND 


Aberdeen — Palace  Hotel 
Grand  Hotel 
Aberfeldy — Weem  Hotel 

The  Palace  Hotel 

Aberfoyle — Bailie  Nicol  Jarvie  Hotel 
Ardlui  (Loch  Lomond) — Ardlui  Hotel 
Ardnadam — Ardnadam  Hotel 
Arrochar  (Loch  Long) — Arrochar  Hotel 
Aye — Station  Hotel 
Ballachulish — Ballachulish  Hotel 
Ballater — Invercauld  Arms  Hotel 
Banavie — The  Lochiel  Arm 
Birnam — Birnam  Hotel 
Blair  Athole — Athole  Arms 
Blairgowrie — Queen’s  Hotel 
Royal  Hotel 

Boat  of  Garten — Station  Hotel 
Bridge  of  Allan — Philp’s  Royal  Hotel 
Callander — Dreadnought  Hotel 
Crinan — Crinan  Hotel 
Dalmally — Dalmally  Hotel 
Dumfries — Station  Hotel 

King’s  Arms  Hotel 
Dunblane — Dunblane  Hotel-Hydro 
Dundee — Lamb’s  Temperance  Hotel 
Queen’s  Hotel 
Dunkeld — Athole  Arms 
Dunoon — Argyle  Hotel 
Edinburgh — North  British  Station  Hotel 
Carlton  Hotel 
Royal  Hotel 

Cockburn  Temperance  Hotel 
Royal  British  Hotel 
Elie— Marine  Hotel 
Forres — Royal  Station  Hotel 
Fort  Augustus — Lovat  Arms  and  Station 
Hotel 

Fort  William — New  Station  Hotel 
G  air  loch — Gairloeh  Hotel 
Glasgow — North  British  Station  Hotel 
St.  Enoch  Station  Hotel 
Windsor  Hotel  (late  Maclean’s) 

“  Grand  Hotel 


Grantown-on-Spey — Grant  Arms  Hotel 
Helensburgh — Queen’s  Hotel 
Innellan — Royal  Hotel 
Inverary — Argyll  Arms  Hotel 
Inverness — Palace  Hotel 
Station  Hotel 
Caledonian  Hotel 
Alexandra  Hotel 

Inversnaid  (Loch  Lomond) — Inversnaid 
Hotel 

Joppa  (near  Edinburgh) — Queen’s  Bay  Hotel 

Kenmore  (Loch  Tay) — Kenmore  Hotel 

Kirn — Queen’s  Hotel 

Kyle  of  Lochalsh — Station  Hotel 

Loch  Awe — Loch  Awe  Hotel 

Hotel  Port  Sonachan 
Loch  Katrine — Stronachlachar  Hotel 
Trossachs  Hotel 
Lochness — Foyers  Hotel 
Mallaig — Station  Hotel 
Melrose — George  and  Abbotsford  Hotel 
“  Abbey  Hotel 
Nairn — Station  Hotel 
Oban — Station  Hotel 
Marine  Hotel 
Caledonian  Hotel 
Columba  Hotel 
“  Alexandra  Hotel 

Peebles — Peebles  Hydropathic  Establish 
ment 

Perth — Station  Hotel 
Pitlochry — Fisher’s  Royal  Hotel 
Portree,  Isle  of  Skye — Royal  Hotel 
Rothesay — Queen’s  Hotel 

Bute  Arms  Hotel 
Glenburn  Hydropathic  Estab¬ 
lishment 
Royal  Hotel 

Rowardenan  (Loch  Lomond)- — Rowarden- 
nan 

St.  Andrews — Grand  Hotel 
Spean  Bridge — Abinger  Arms  Hotel 
Stirling — Golden  Lion  Hotel 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


387 


Hotels  at  $3.00 

SCOTLAND — Continued 


Stonehaven — Stonehaven  Bay  Hotel 
Stranraer — George  Hotel 

King's  Arms  Hotel 
Strathpeffer — Ben  Wyvis  Hotel 


Tarbet  (Loch  Lomond) — Tarbet  Hotel 
Tigh-na-Bruaicii — Royal  Hotel 
Troon — Marine  Hotel 
Ullapool  (Ross-shire) — Royal  Hotel 


IRELAND 


Achill  Island — (see  Dugort) 

Armagh — Beresford  Arms  Hotel 
Athlone — Victoria  Hotel 
Ballina — Imperial  Hotel 
Ballycastle  (Co.  Antrim) — Marine  Hotel 

Antrim  Arms 

Bantry — Vickery’s  Hotel 
Belfast — Royal  Avenue  Hotel 
Grand  Central  Hotel 
Station  Hotel 

Blarney — St.  Ann’s  Hill  Hydropathic 
Bray — International  Hotel 

Marine  Station  and  Bray  Head  Hotels 
Buncrana — Lough  Swilly  Hotel 
Bundoran — Great  Northern  Hotel 
Cahirciveen — Leslie’s  Railway  Hotel 
Cappoquin — Morrisey’s  Hotel 
Caragh  Lake — Great  Southern  Hotel 
Carrick- — Glencolumbkille  Hotel 
Clifden — Railway  Hotel 
Cork — Imperial  Hotel 
Drogheda — White  Horse  Hotel 
Dublin — Hotel  Metropole 
Gresham  Hotel 
Grosvenor  Hotel 
Imperial  Hotel 
Shelbourne  Hotel 
Russell’s  Temperance  Hotel 
Nassau  Hotel 
Royal  Hibernian  Hotel 
Buswell's  Hotel 
Monte  Clare  Hotel 

Dugort  (Achill  Isle) — The  Slievemore  Hotel 
Enniskillen — Imperial  Hotel 
Royal  Hotel 

Galway — Railway  Hotel 

Mack’s  Royal  Hotel 
Giant’s  Causeway — Causeway  Hotel 
Glendalough — Royal  Hotel 
Glengardlff — Roche’s  Hotel 
Greystones — Grand  Hotel 
Howth — The  Claremont  Hotel 
Kenmare — Great  Southern  Hotel 
Kilbrittain — Atlantic  Golf  Links  Hotel 
Kilkee — Moore’s  Hotel 
Ivillaloe — Lakeside  Hotel 

NORTH  OF  ENGLAND,  ISLE  OF 


Killarney — Great,  Southern  Hotel 
’•  Lake  Hotel 

Royal  Victoria  Hotel 
Killorglin — Railway  Hotel 
Lahinch — Golf  Links  Hotel 
Larne — Olderfleet  Hotel 
Lebnane — Leenane  Hotel 
Limerick — Cruise’s  Royal  Hotel 
Royal  George  Hotel 
Glenworth  Hotel 
Lisdoonvarna — Queen’s.  Hotel 

Atlantic  View  Hotel 
Royal  Spa  Hotel 

Lismore — The  Devonshire  Arms  Hotel 
Londonderry — Ulster  Hotel 
City  Hotel 

Lough  Erne — Rossclare  Hotel 
Macroom — Williams  Hotel 
Malahidk — Grand  Hotel 
Mallaranny — Railway  Hotel 
Newcastle  (Co.  Down) — SlieveDonard  Hotel 
N  ew  Ross — Royal  Hotel 
Parknasilla — Great  Southern  Hotel 
Portrush — Northern  Counties  Railway  Hotel 
Port  Salon — Port  Salon  Hotel 
Queenstown — Queen’s  Hotel 
Rathdrum — Grand  Central  Hotel 
Recess — Railway  Hotel 
Rosapenna — Rosapenna  Hotel 
Rosslare — Kelly’s  Hotel 
Rostrevor — Great  Northern  Hotel 
Sligo — Victoria  Hotel 
Strabane — Abercorn  Arms  Hotel 
Tiiurles — Hotel  Munster 
Valentia — Royal  Hotel 
Warrenpoint — Great  Northern  Hotel 
Waterford — Imperial  Hotel 
Waterville — Great  Southern  Hotel 
Bay  View  Hotel 
The  Butler  Arms  Hotel 
Westport — Railway  Hotel 
Wexford — White’s  Hotel 
Wicklow — Grand  Hotel 
Wooden  bridge — Woodenbridge  Hotel 
Youghal — Devonshire  Arms  Hotel 

MAN  AND  THE  LAKE  DISTRICT 


Coupons  for  full  board  cost  11/  per  day  (?2.75) 

Ambleside — Queen’s  Hotel 

“  Salutation  Hotel 

“  Waterhead  Hotel 

Appleby  (Westmoreland) — Tufton  Arms 
Hotel 

Bare  ( near  Morecambe) — Elms  Hotel 
Barrow-in-Furness — Victoria  Park  Hotel 
Blackpool — The  Palatine  Hotel 

County  and  Lane  Ends  Hotel 
Borrowdale  ( Kesu'ick ) — Borrowdale  Hotel 
Bowness — Old  England  Hotel 
Coniston — Waterhead  Hotel 


Douglas  ( Isle  of  Man) — Grand  Hotel 

Villiers  Hotel 

Furness  Abbey — Furness  Abbey  Hotel 
Grasmere — Rothay  Hotel 

Prince  of  Wales  Hotel 

Hkxham-on-Tyne — The  Abbey  Private  Hotel 
Keswick — Keswick  Hotel 
Liverpool — Hotel  St.  George 
‘‘  Compton  Hotel 

Morecambe — Midland  Hotel 
N ewcastle-on-Tyne — Grand  Hotel 
Penrith — George  Hotel 
“  Crown  Hotel 

“  ( Palter  dale ) — Ullswater  Hotel 


388 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $3.00 


NORTH  OF  ENGLAND.  &c— Continued 

Seascale — Scawfell  Hotel  j  Windermere — Storr’s  Hall  Hotel 

Ulverston— Sun  Hotel  “  ( Lakeside)  -Swan  Ho  tel ,  N  ewt  >y 

Windermere — Hydropathic  Hotel  “  '  “  Lakeside  Hotel 


WEST  OF  ENGLAND 


Ashburton — Golden  Lion  Hotel 
Bideford — Tanton’s  Hotel 

New  Inn  Family  Hotel 
Bodmin — Royal  Hotel 

Boscastle  (N .  Cornwall) — Wellington  Hotel 
Bude — Falcon  Hotel 
Camelford — King’s  Arms  Hotel 
Clifton  ( near  Bristol) — Queen’s  Hotel 
Dartmouth — Royal  Castle  Hotel 
Raleigh  Hotel 

Dulvf.rton — Caarnavon  Arms 
Exeter — Half  Moon  Hotel 
Helston — Angel  Hotel 
Ilfracombe — Ilfracombe  Hotel 

Imperial  Private  Hotel 
Kingsbridge — King’s  Arms  Hotel 
Launceston — White  Hart  Hotel 
Lizard  Point — The  Lizard  Hotel 


Lynton  ( North  Devon ) — 

Valley  of  Rocks  Hotel 
“  Royal  Castle  Hotel 
Newton  Abbott — Globe  Hotel 
Paignton — Gerston  Hotel 

Esplanade  Hotel 
Penzance — Union  Hotel 
Queen’s  Hotel 

Plymouth — Duke  of  Cornwall  Hote 
Royal  Hotel 
Grand  Hotel 

Scilly — (St.  Mary’s) — Holgate's  Hotel 
Torquay — Victoria  and  Albert  Hotel 
Royal  Hotel 

Totnes — Seymour  Hotel 

Truro — Royal  Hotel 

Wadebridge — Molesworth  Arms  Hotel 

Weymouth — Crown  Hotel 

“R” 


LIST 

Hotels  at  $1.85— $2.00 


FRANCE 


Coupons  for  these  hotels  cost  $1.85  a  day  for 
full  board.  Supplements  rarely  required, 
$2.00  will  cover  everything. 

All  the  Hotels  in  the  following  list  are  not  open 
during  the  entire  year.  Special  reference 
is  made  in  regard  to  the  time  of  year  the 
houses  in  question  are  closed,  but  the 
exact  dates  of  opening  and  closing  can  be 
obtained  from  any  of  the  Agents  of  the 
tourist  company.  The  *  means  closed  in 
winter,  f  means  closed  in  summer. 
Abbeville — Hotel  de  France 
Abries — Grand  Hotel* 

Aix-en-Provence  (near  Marseilles) — Hotel 
Negre  Coste 
Aix-les-Bains — 

Hotels  de  la  Paix  et  Derouge* 

Hotel  de  Geneve* 

Hotel  de  Russie  et  des  Colonies 
Ajaccio,  Corsica — Hotel  des  Etrangersf 
Albertville — Hotel  de  la  Balance 
,  Amiens — Hotel  de  France  et  d’Angleterre 
Antibes — Hotel  Terminus 
Arcachon — Hotel  de  la  Gare 
Argeles-Gazost — Hotel  Beau  Sejour 
Argentieres  (near  Chamounix) — Hotel  de 
la  Couronne 

Arles— Grand  Hotel  du  Nord-Pinus 
Arromanches  (Normandy) — 

Grand  Hotel  du  Chemin  de  Fer* 
Asnelles — Hotel  Belle  Plage 
Auray  (Brittany) — Hotel  du  Pavilion 
Avignon — Hotel  Crillon 
Hotel  du  Louvre 

Avranches;  Normandy — Hotel  d’Angleterre 
Bagneres  de  Luchon— 

Grand  Hotel  Cave  et  d’Europe 
Hotel  Canton* 


Bagnoles-Tesse-Madeleine— Hotel  de  la 
Madeleine 

Bains  les  Bains  (Vosges) — 

Grand  Hotel  des  Bains* 

Barbizon — Hotel  de  la  Clef  d'Or 
Bayeux — Grand  Hotel  du  Luxemburg 
Beauvais — Hotel  Continental 
Berck  Plage — Grand  Hotel  de  la  Paix 
Besancon — Grand  Hotel  du  Nord 
Biarritz — Hotel  de  Bayonne  et  Metropole 
Hotel  Pension,  St.  Julien  et  du  Midi 
Hotel  Bristol 

Blonville-s.-M — Hotel  de  la  Terrasse 
Normandy  Hotel 

Bordeaux — Hotel  Restaurant  Beeli 
Boulogne — Berry’s  Hotel 
Grand  Hotel  du  Louvre 
Boulouris  (near  St.  Raphael) — 

Grand  Hotel* 

Bourg — Grand  Hotel  de  la  Paix  et  Terminus 
Grand  Hotel  du  Bourg  d’Oisans 
Brest — Hotel  de  France 
Cabodrg — Hotel  du  Casino 
Caen  (Normandy) — Hotel  de  France 
Hotel  de  la  Victoire 
Calais — Hotel  Meurice 
Cannes — Hotel  de  Paris! 

Hotel  d’Europef 
Hotel  de  France! 

Hotel  Victoria 

Carentan — Hotel  d’Angleterre 
Carhaix — Hotel  de  France 
Carnac  (Brittany) — Hotel  des  Voyageurs) 
Carnac-Plage— -Grand  Hotel* 

Carteret — Grand  Hotel  de  la  Mer* 
Caudebec-en-Caux  (Normandy) — Hotel  du 
Havre 

Cauterets — Hotel  Bellevue* 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


389 


Hotels  at  -11.85— $2.00 

FRANCE — Continued 


Chambery — 

Grand  Hotel  de  la  Poste  et  Metropole 
Chamounix— 

Hotel  Beau  Site  and  Continental 
Hotel  de  France  et  de  l’Union* 

Hotel  de  la  Croix  Blanche 
Chen on  ceaux — 

Hotel  du  Bon  Laboureur  et  du  Chateau 
Chinon — Hotel  de  la  Boule  d’Or 
Hotel  de  France 
Clermont  Ferrand — 

Grand  Hotel  de  la  Paix 
Clauses — Hotel  National 
Cognac — Grand  Hotel  de  Londres 
Concarneau  (Brittany) — 

Grand  Hotel  des  Voyageurs 
Grand  Hotel 

Containville-les-Bains  (Normandy) — 
Grand  Hotel* 

Courseulles-sur-Mer — 

Hotel  des  Etrangers 
Coutances — Hotel  d'Angleterre 
Dieppe — Hotel  Chariot  d’Or 

Hotel  du  Globe  du  Nord  et  Victoria* 
Digne — Hotel  Boyer-Mistre 
Dijon — Grand  Hotel  de  Bourgogne 
Dinan — Hotel  de  Paris  et  d’Angleterre 
Dinard  (Brittany) — Hotel  Bellevue* 
Divonne-les-Bains — 

Hotel  Pension  des  Etranger. 

Dol  de  Bretagne — Hotel  Grand  Maison 
Etretat — Hotel  d’Angleterre* 

Evreux — Hotel  du  Cheval  Blanc 
Falaise — Hotel  du  Grand  Cerf 
Hotel  de  Normandie 
Fecamp  (Normandy) — Hotel  Canchy 
Gerardmer — Maison  de  Famille  Bouton 
Giromagny — Hotel  du  Bceuf 
Gisors — Hotel  de  l’Eau  de  France 
Grandcamp  les  Bains — Hotel  Villa  Belle  Vue 
Grandcamp  Hotel 
Granville  (Normandy) — 

Grand  Hotel  des  Bains 
Grasse— Hotel  Pension  Bellevuet 
Grenoble — Hotel  de  l’Europe 
Guingamp — Hotel  de  l’Ouest 
Havre — Hotel  d’Angleterre 
Hendaye — Grand  Hotel  Imatz 
Huelgoat  (Brittany) — Hotel  de  France 
Hyeres- — Hotel  Beau  Sejourf 
La  Bourboule — • 

Grand  Hotel  des  Ambassadeurs 
Hotel  du  Parc* 

La  Faucille  s.  Gex — Hotel  de  la  Couronne 
Lamballe — Hotel  de  France 
Hotel  des  Bains  Val  Andre 
La  Napoule— Golf  Hotel  et  des  Bains 
Landerneau — Hotel  de  l’Univers 
Langeais — Family  House  Hotel 
Hotel  du  Lion  d’Or 
Lannion — 

Hotel  de  l’Europe,  Rue  de  Capucins 
Laon — Hotel  de  la  Hure 
La  Rochelle — Grand  Hotel  du  Commerce 
Le  Lavandon-sur-Mer  (Var) — 

Grand  Hotel  de  la  Mediterranf'-e 
Les  Andelys — Hotel  de  la  Chaine  d’Or 
Les  Praz  (near  Chamounix) — 

Splendid  Hotel 
Lion  sur  Mer  (Calvados) — 

Grand  Hotel  de  la  Plage 


Lisieux — Hotel  de  France  et  d’Espagne 
Loches — Hotel  de  France 
Lourdes — Hotel  Bfelge  et  de  Madrid 
Hotel  Notre  Dame 
Lovere — Hotel  Lovere 
Luc-sur  Mer — Hotel  des  Families* 

Hotel  du  Petit  Enter 
Lux  (St.  Sauveur) — 

Grand  Hotel  de  Londres 
Lyons — Grand  Hotel  de  Russie 
Lyons-la-Foret — Hotel  de  la  Licorne 
Macon — Hotel  des  Champs  Elysees 
Marseilles — Hotel  de  Geneve 
Mentone — Hotel  de  Turin! 

Hotel  Britannia! 

Mers — Hotel  de  la  Plage 
Meru  (Oise) — Hotel  du  Lion  d’Or 
Monaco  (Monaco) — Hotel  de  Nice 
Mont  Dore — Hotel  Tournaire 
Monte  Carlo  (Monaco) — Hotel  National 
Montreuil-sur-Mer — 

Hotel  de  France  et  d’Europe 
Morlaix,  Brittany — Hotel  Bozellec 
Nantes — Hotel  du  Commerce  et  des  Colonies 
Neris-les-Bains — Grand  Hotel  Berger* 

Nice — Hotel  des  Princes! 

Hotel  Busby! 

Hotel  de  Berne 
Pension  Miramare! 

(Suburb  St.  Barthelemy) — - 
Grand  Hotel  St.  Barthelemy! 

(Cimiez) — The  English  Hotel! 

Hotel  de  Bade  and  O’Connor 
Nimes — Hotel  d’Europe  et  de  Provence 
Parame  (Brittany) — Hotel  de  la  Plage 
Paris — Hotel  Prince  des  Galles 
Hotel  Londres  et  Milan 
Hotel  du  Pas  de  Calais,  59,  Rue  des  Sts. 
Peres 

Hotel  des  Tuileries 
Hotel  de  Dijon 
Hotel  Prince  Albert 
Hotel  du  Chariot  d’Or 
See  Paris  in  Index  for  full  list  of  hotels 
Pau — Hotel  de  la  Poste 
Perpignan — Hotel  de  la  Loge 
Perros-Guirec  (Brittany) — Grand  Hotel* 
Pierrefonds  (Oise) — Grand  Hotel  des  Bains 
Pont  Audemer  (Normandy) — ■ 

Hotel  du  Lion  d’Or,  Rue  Gambetta 
Pontorson  (Normandy)— Hotel  de  l’Ouest 
Pornichet — -Grand  Hotel  de  Pornichet 
Quimper  (Brittany)— Hotel  de  France 
Quimperle  (Brittany) — Hotel  du  Commerce 
Remiremont  (Vosges) — Hotel  des  Deux  Clefs 
Rennes — Grand  Hotel  Jullien 
Retournemer  (Vosges) — 

Hotel  Restaurant  de  Retournemer 
Riva  Bella  (Normandy) — 

Hotel  de  la  Plage 
Hotel  de  Chalet 

Rouen — Restaurant  de  Paris,  Rue  de  la 
Grosse  Horloge 
Hotel  Victoria 

Sable-sur-Sarthe — Hotel  Saint  Martin 
Sedan — -Grand  Hotel  de  la  Croix  d’Or 
Sixt  (Haute  Savoie) — Hotel  Fer  a  Cheval 
Ste.  Baume  (Var) — Hotel  Ste.  Baume 
St.  Germain  en  Laye — Hotel  du  Grand  Cerf 
St.  Lo  (Normandy) — Hotel  de  Normandie 


390 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $1.85—12.00 


FRANCE — Continued 


Sainte  Marguerite  (near  Pornichet,  Loire 
Inferieure) — Hotel  de  la  Plage 
St.  Malo — Hotel  Central  Benoit* 

Hotel  du  Louvre 

Grand  Hotel  du  Centre  et  de  la  Paix 
St.  Michel  he  Maurienne  (Savoie) — 
Terminus  Hotel 

Saint  Nazaire — Hotel  de  Bretagne 
St.  Quentin — Hotel  du  Commerce 
St.  Sauveur-les-Bains — 

Grand  Hotel  des  Bains  et  des  Princes 
Reunis 

St.  Valery-en-Caux — Hotel  de  l’Aigle  d’Or 
Thonon-les-Bains — Hotel  de  France 
Toulouse — Hotel  de  Paris 
Tours — Hotel  de  l’Europe 


Trouville  (Normandy) — Hotel  du  Chalet 
Hotel  du  Louvre* 

Vannes — Hotel  du  Dauphin 
Vernet-les-Bains — 

Hotel  Etablissement  Thermal 
Vernon — Hotel  d’Evreux 
Vichy — Hotel  Bellevue 
Grand  Hotel  de  Milan 
Villard-df.-Lans — Hotel  de  Paris 
Villedieu-les-Poeles — Hotel  du  Louvre 
Vire — Hotel  St.  Pierre 
Vitre — Hotel  de  France 

VizzavonA  (Corsica) — Grand  Hotel  de  VI  z- 
zavona 

Wimereux-Plage — 

Grand  Hotel  de  la  Plage* 


SWITZERLAND 


Adelboden — Hotel  Bellevue 
Airolo — Hotel  Rossi 
Hotel  de  la  Poste 

Alpnach-Stad — Hotel  Pilatus  Dependence 
Station  Buffet 

Altdorf — Hotel  du  Lion  Noir 
Hotel  de  la  Clef  d’Or 
Andermatt — Hotel  Touriste* 

Hotel  Pension  Krone 
Hotel  Monopol 

Aquarossa — Hotel  Aquarossa* 

Arosa — Hotel  Bristol  and  Schweizerhau 

Hotel  and  Pension  Rhatia  and  Germania 
Bale — Hotel  St.  Gothard 
Hotel  Bauer  am  Rhin 
Bellinzona — Hotel  du  Cerf 
Bergun — Hotel  White  Cross 
Berne — Bear  Hotel 
Hotel  Pfistem 
Bex — Hotel  des  Alpes 
Bienna — Hotel  de  la  Gare 
Bcenigen  (Lac  de  Brienz) — Hotel  Belle  Rive* 
Bouveret  (Valais)— 

Grand  Hotel  de  1’Aiglon* 

Brienz — Hotel  de  l’Ours 
Brigue — Hotel  de  Londres 
Brunnen — Hotel  Rossli 
Bulle — Hotel  des  Alpes 
Castagnola  (near  Lugano) — 

Hotel  Pension  Villa  Castagnolaf 
Champery — Hotel  de  Champery 
Champex — Hotel  Pension  du  Lac* 

Chateau  d’Oex — Hotel  and  Pension  de 
l’Ours 

Chillon — Hotel  Chillon 

Coire — Hotel  Lukmanier-Terminus 

Dachsen  (Falls  of  the  Rhine) — 

Hotel  Schloss  Laufen* 

Darligen— Hotel  Pension  du  Lac 
Davos  Platz — Eden  Hotel  and  Pension 
Delemont — Hotel  du  Faucon 
Engelberg — Hotel  Engel* 

Hotel  Victoria 

Entlebuch  (near  Lucerne) — 

Hotel  Schimbergbad* 

Ermatingen  (Thurgan— Hotel  and  Pension) 
Schloss  Wolfsberg 

Fionnay — Hotel  du  Grand  Combin* 

Fluelen — Hotel  Tel  et  Poste 
Forclaz  (near  Martigny) — ■ 

Hotel  de  la  Fougere* 

Fribourg — Hotel  Suisse 


Frutigen — Central  Hotel  , 

Hotel  Terminus 
Geneva — Hotel  Terminus 
Hotel  des  Alpes 
Hotel  In'ernational 
Glion — Hotel  Pension  Champs  Fleuri 
Goeschenen — Hotel  de  la  Gare* 
Grindf.lwald — Hotel  Alpenruhe 
Hotel  du  Glacier 
Hotel  and  Pension  Burgener 
Guttanen — Hotel  Haslital* 

Herisau — Hotel  du  Lion 
Hospenthal — Hotel  Lion* 

Immensee — Hotel  and  Pension  Rigi 
Interlaken — Hotel  du  Pont 
Hotel  Beau  Site* 

Hotel  St.  Gothard 
Jogny  s.  Vevey — Hotel  du  Parc 
Kussnacht — Hotel  Mon  Se.iour* 

Lausanne — Hotel  du  Grand  Pont 
Hotel  National 
Hotel  Mont-Fleuri 
Lauterbrunnen — Hotel  Adler* 
Lenzerheide — Hotel  Schweizerhof 
Le  Pont  (Lac  de  Jour) — 

Grand  Hotel  du  Lac  de  Jour 
Linthal — Hotel  Bahnhof 
Locarno — 

Hotel  Beau  Rivage  et  d’Angleterre 
Lucerne — Hotel  de  l’Ange 
Hotel  Rutli 
Hotel  Helvetia 

Lake  of  Lucerne  Steamers  (meals  only) 
Lugano — Hotel  Lugano 
Hotel  Washington 
Hotel  Pension  Villa  Carmen  au  Lac 
Hotel  Beau  Rivage* 

Martigny — Hotel  National 
Mayens  be  Sion  (Rhone  Valley) — 

Hotel  de  la  Rosa  Blanche* 

Meiringen — Hotel  Brunig* 

Hotel  Meiringerhof 
Hotel  Oberland* 

Melchthal — 

Hotel  and  Pension  Alpenhof 
Hotel  and  Pension  Melchthal 
Monnetier  (Saleve,  near  Geneva) — 

Grand  Hotel  du  Parc  et  du  Chateau* 
Montbovon — Hotel  Pension  de  la  Gare 
Montreux — Hotel  Beau  Rivage 
Hotel  de  la  Paix 
Hotel  Splendid 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


391 


Hotels  at  $1.85— $2.00 

SWITZERLAND — Continued 


Montreux  (Territet) — Hotel  de  Hollande 
Morgins-les-Bains  (Valais) — - 
Hotel  Pension  de  la  Foret* 

Murren — Hotel  and  Pension  Eiger* 
Naters-Brigue — Hotel  des  Alpes 
Neuchatel — Hotel  du  Soleil 
Neuhausen — Hotel  Bellevue 
Nyon  (Lake  Geneva) — Hotel  des  Alpes 
Oberhofen— Kurhaus  Hotel  Victoria* 
Olten — Hotel  Suisse 

Pontresina — Hotel  and  Pension  Bernina 
Ragaz — Hotel  St.  Gallerhof 
Rapperswyl — Hotel  et  Pension  du  Lac 
Reckingen — Hotel  Pension  Blinnerhorn 
Rheinfelden — Hotel  Dietschy  am  Rhein 
Rigi  Kaltbad — Hotel  Bellevue 
Rigi-Klosterli — Grand  Hotel  de  l’Ep^e* 
Rolle— Hotel  Tete  Noire 
Rorschach — Hotel  Bodan 
Rosetto  (Bellinzona) — 

Hotel  and  Pension  du  Cerf 
Saanen — Hotel  Gross-Landhaus 
Saas  Fee  (Valais) — Hotel  du  Glacier 
Salvan  (Valais) — Hotel  de  Salvan  and  des 
Gorge  du  Triege 
Schaffhausen — Hotel  Riesen 
Schuls-Tarasp — Hotel  du  Parc 
Schwyz — Hotel  du  Cheval  Blanc 
Selzach — Hotel  zum  Rreuz 
Sepey  (Valais  des  Ormonts) — 

Hotel  du  Mont  d’Or 
Sion — Hotel  de  la  Gare 
Soglio — Pension  Willy 
Soleure — Hotel  Hirsch 

ITALY  A 

Alassio — Hotel  Victoria 
Alessandria — 

Hotel  Grand  Mogol  et  des  Etrangers 
Amalfi — Hotel  de  la  Lunc 
Hotel  Marine  Rivere 
Anacapri — Hotel  Victoria 
Aosta — Hotel  Corona 
Hotel  Suisse 
Aron  a — Hotel  d’ltalia 
Assisi — 

Hotel  Giotto  and  Pension  Belle  Vue 
Battaglia — Hotel  Italy 
Baveno — Hotel  Simplon* 

Hotel  Beau  Rivage 
Hotel  Suisse  et  des  lies  Borromees 
Bellagio — Hotel  Pension  Genezzini* 

Hotel  Florence 
Belluno— Hotel  Bellunof 
Bergamo — Hotel  Chapeau  d’Or 
Bologna — Hotel  Pellegrino 

Hotel  Stella  d’ltalia  e  Aquila  Nera 
Hotel  du  Parc 
Bordighera — 

Grand  Hotel  des  lies  Britanniquesf 
Bormio — Hotel  de  la  Poste 
Hotel  des  Vieux  Bains 
Brescia — Hotel  d’ltalie 
Hotel  Brescia 

Brindisi — Hotel  de  l’Europe 
Cadenabbia — Hotel  Belle  lies* 

Cannero  (Lake  Maggiore) — Hotel  Italia 
Cannobio  (Lake  Maggiore) — 

Hotel  Cannobio  et  Savoie 


Spiez — Hotel  Restaurant  de  la  Gare 
Hotel  Kurhaus* 

Hotel  Pension  Belvedere* 

Splugen — Hotel  Post* 

Stannstad — Hotel  Winkelried 

Stein  a/Rhein — Hotel  Sonne 

St.  Beatenberg — Hotel  Silberhorn* 

Hotel  Alpenrose* 

Hotel  and  Pension  National 
St.  Maria  I/M — Hotel  Schweizerhof* 

St.  Moritz — Hotel  National* 

St.  Moritz-Dorf — Hotel  Albana 
Hotel  Bristol  Bahnhof 
Thun — Hotel  Falken 
Tiefenbach  (FurkaPass) — 

Hotel  Tiefengletsch* 

Urigen — Hotel  and  Pension  Posthaus* 
Vernayaz— Hotel  Victoria  et  des  Alpes 
Vevey — Hotel  le  Chateau 
Villeneuve — Hotel  du  Port 
Visp — Hotel  du  Soleil 
Vitznau — Hotel  Rigi 
Wadensweil — Hotel  Engel 
Weesen — Grand  Hotel  Weesen 
Hotel  de  l’Epee 

Weggis — Pension  Villa  Alpenblick 
AVeissenberg — Hotel  Weisse  Burg* 

Wengen — Hotel  Falken 
Zermatt — Hotel  de  la  Poste 
Hotel  Terminus* 

Zurich — Hotel  Schweizerhof 
Hotel  Schwert 
Zaieisimmen 

Hotel  et  Pension  de  la  Couronne 
)  SICILY 

Capri — Hotel  Royal 
Hotel  Bristol 

Carate  (Lake  Como) — Hotel  Lario 
Caserta — Hotel  Victoria 
Castellamare — Station  Buffet 
Cava  dei  Tirreni  (near  Salerno) — 

Hotel  Victoria 

Cernobbio — Hotel  Pension  Rhine  Olga 
Certosa  Pavia — Hotel  de  la  Vi  lie 
Chatillon  (near  Aosta) —  Hotel  de  Londres 
Chiavenna — 

Hotel  Helvetia  and  Specola 
Collio — Grand  Hotel  Mella* 

Como — Hotel  d’ltalie  et  d’Angleterre 
Hotel  Metropole 
Hotel  Pension  Bellevue 
Grand  Hotel  Volta 
Desenzano — Hotel  Royal  Mayer 
Hotel  Splendid 
Domo  d’Ossola — Hotel  Milan 
Fasano  (Riviera,  Lake  Garda) — 

Hotel  Bellevuef 
Florence — Hotel  Porte  Rossa 

Hotel  de  Londres  et  Metropole 
Gardone  Riviera — Hotel  and  Restaurant 
Benaco 

Genoa — Hotel  Milan 
Hotel  de  France 
Hotel  Helvetia 

Iseo  sul  Lago — Hotel  del  Leon  d’Oro 
Lanzo  d’  Intelvi  (Lake  Lugano) — 

Grand  Hotel  Belvedere* 

Laveno — Hotel  de  la  Poste 
Lecco — Hotel  Mazzolein 


392 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  $1.85— $2.00 

ITALY  AND  SICILY — Continued 


Leghorn — 

Hotel  Giappone  et  Grande  Bretagne 
Lenno — Hotel  Regina 
Levanto — Grand  Hotel 
Loreto — Grand  Hotel  Campania  and  Poste 
Hotel  Pace  Gemelli 
Macunaga — Hotel  Belvedere* 

Hotel  Mont  Moro* 

Magianico — Hotel  Climatique 
Milan — Hotel  Victoria 
Hotel  de  France 
Hotel  Central  Pozzo 
Misurina — Hotel  Misurina* 

Naples — Hotel  Pension  de  la  Riveira 
Hotel  de  Naples 
Hotel  Isotta  et  de  Geneve 
Hotel  Bellevue 
Hotel  Metropole 
Nervi — Schichert’s  Parc  Hotel 
Oneglia  (Italian  Riviera) — Grand  Hotelf 
Ospedaletti — Hotel  Pension  Suisset 
Pallanza 

Hotel  St.  Gothard  Pension  Suisse 
Pegli — Hotel  de  la  Ville 
Piedimulera — Hotel  Couronne  and  Poste 
Pisa — Grand  Hotel  de  Londres 
Hotel  Nettuno 
Hotel  Minerva  et  Ville 
Pompeii — Grand  Hotel  Pompeii 
Rapallo — Hotel  Beau-Rivage 
Ravello — Hotel  and  Pension  del  Toro 
Ravenna — Hotel  Royal 
Rome — Capital  Hotel 
Hotel  d’Allemagne 
Fisher’s  Park  Hotel 
Hotel  Geneve 

BELGIUM,  HOLLAND,  THE  RHINE, 

In  many  of  the  hotels  in  Germany  the  table 
d’hdte  dinner  is  served  at  mid-day,  and  a 
lighter  meal,  called  supper,  is  served  in  the 
evening. 

Abbazia  (Hungary) — Hotel  Pension  Villa 
Herkules 

'Abtenau  (Austria) — 

Hotel  Gasthorp  zum  rotheu  Ochsen 
Aix  la  Chapelle  (Germany) — 

Hotel  King  of  Spain 
Alkmaar  (Holland)- — Hotrel  Neuf 
Amrum  (Germany) — Hotel  Kurhaus  Wittdun 
Amsterdam  (Holland) — - 
Hotel  Neuf 
Hotel  Oldewelt 
Hotel  Het  Haasje 
Hotel  Suisse 

Andernach  (Germany) — Hotel  Schaefer 
Annenheim  a.  Ossiachersee  (Austria) — 
Hotel  Annenheim 
Antholzerwildsee  (Tyrol) — 

Hotel  and  Pension  Antholzerwildsee* 
Antwerp  (Belgium) — 

Hotel  du  Commerce,  Rue  de  la  Bourse 
Hotel  des  Mille  Colonnes 
Arco  (Austria) — 

Hotel  Erzherzog  Albrechtf 
Arnhem  (Holland) — Hotel  Continental 
Augsburg  (Germany) — Hotel  White  Lamb 
Baden-Baden  (Germany) — 

Hotel  and  Pension  Villa  Blucher* 

Hotel  Romerbad 
Hotel  Terminus 


Ruta — Hotel  d’ltalie 
Salice — Hotel  Milan 
Salsomaggiore — Hotel  Cavour 
San  Gimiguano — Hotel  Centrale  Vittoria 
San  Remo — Hotel  Metropole 
Cosmopolitan  Hotel 

Santa  Maria  degli  Angeli  (near  Assisi) — 
Hotel  Porziuncola 

Santa  Margherita — Hotel  Regina  Elena 
San  Vito  di  Cadore — Hotel  Marcora* 
Savona — Hotel  Rome 
Sirmione — Grand  Hotel  des  Termes* 
Sorrento — Hotel  de  la  Syrene 
S.  Maria  Maggiore  (near  Domo  d’Ossola) — 
Hotel  des  Alpes 
Stresa  (Lake  Maggiore) — 

Hotel  Pension  Beau  Sejour* 

Hotel  Savoy  et  Lucernerhof 
Suna  (Lake  Maggiore) — Hotel  Suna 
Tai  di  Cadore — Hotel  Cadore* 

Termini  Imerese — 

Grand  Hotel  des  Thermes 
Tivoli — Hotel  Sirena  and  Regina 
Torre-Pellice — Hotel  du  Parc 
Tremezzo— Hotel  Bazzoni 
Turin — Central  Hotel  Continental 
Hotel  Ville  et  Bologne 
Valle  di  Pompei — Hotel  du  Sanctuaire 
Valtournanche — Hotel  de  Mont  Rose 
Varallo  Sesia — Hotel  d’ltalie* 

Varese — Hotel  Europe 
Venice — Hotel  Bellevue 
Verona — Hotel  Europe 

Hotel  Riva  San  Lorenzo 
Viareggio — Hotel  d’ltalie 
Vintimille — Hotel  Suisse 

GERMANY,  AUSTRIA,  RUSSIA,  &c. 

Bad  Harzburg  (Germany) — Hotel  Belle  Vue 
Bad  Herrenalb  (Black  Forest) — 

Hotel  and  Pension  Sternen 
Bad  Homburg,  V.  D.  Hohe  (Germany) — 
Hotel  Beau  Sejour 
Bees  (near  Nymegen,  Holland) — 

Hotel  Pension  Elsbeek 

Belfort  (Ballon  d’Alsace) — Hotel  Stauffer 
Berchtesgaden  (Bavaria) — 

Hotel  vier  Jahreszeiten 
Berlin  (Germany) — Nurnberger  Hotel 
Biebrich  (Germany) — Hotel  Kaiserhof 
Bingen  (Germany) — Hotel  StarkenburgerHof 
Blankenberghe  (Belgium) 

Grand  Hotel  d’Orange 
Blankenburg  (Hartz,  Germany) — 

Hotel  Kaiser  Wilhelm 
Bonn  (Germany) — Hotel  du  Nord 
Hotel  Rheineck 

Botzen  (Austria) — Hotel  de  l'Europe 
Bremen  (Germany) — - 
Hotel  Furstenhof 
Hotel  Monopol 

Bruges  (Belgium)— Hotel  du  Panierd’Or 
Brunswick  (Germany) — Fruhlings 
Hotel  Stadt  Bremen 

Brussels  (Belgium) — Hotel  de  Bordeaux 
Hotel  Bristol  et  Marine 
Hotel  de  l’Esperanee 
Hotel  du  Grand  Monarque  et  de  l'Em- 
pereur 

Extra  Supplements  at  all  during  the  Expo¬ 
sition  average  about  2  fr  daily. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


393 


Hotels  at  $1.85— $2.00 

BELGIUM,  HOLLAND,  THE  RHINE,  GERMANY,  AUSTRIA,  RUSSIA,  &c„— Continued 


Carlsbad  (Austria) — Hotel  Nurnberger  Hof 
Cassel  (Germany) — Hotel  Strick 
Chaudfontaine  (Belgium) — 

Grand  Hotel  des  Bains* 

Cleve  (Germany) — Hotel  Maywald* 
Coblence  (Germany). — Hotel  Zur  Traube 
Cologne  (Germany) — Hotel  Minerva 
Hotel  Continental 
Crefeld  (Germany) — Hotel  Beltz 
Diekirch  (Luxemburg) — 

Hotel  de  la  Maison  Rouge 
Dinant  (Belgium) — Hotel  Famille 
Dordrecht  (Holland) — Hendrich’s  Hotel 
Dresden  (Germany) — Hotel  Kaiserhof 
Carlton  Hotel 

Duisberg  (Germany) — Hotel  Berliner  Hof 
Durrheim  (Black  Forest) — Salinen  Hotel 
Dusseldorf  (Germany) — Hotel  Europe 
Echternach  (Luxemburg) — Hotel  Bellevue 
Edam  (Holland) — Dam  Hotel 
Eisenach  (Germany) — Rohrig’s  Hotel  zum 
Grossherzog  von  Sachsm 
Elberfeld  (Germany)— Hotel  Europe 
Enkhuizen  (Holland) — -Stapel  Hotel 
Erfurt  (Germany) — Hotel  Europaischer  Hof 
Flushing  (Holland) — Hotel  Albion 
Frankfort-on-Main  (Germany) — 

Hotel  Union 
Hotel  Prince  Henry 
Freiburg  (Baden) — Hotel  Pfauen 
Hotel  Salmen 

Furtwangen  (Black  Forest) — 

Hotel  Girshaber  zum  Ochsen 
Fussen  (Bavaria) — Hotel  Bayerischerhof 
Garmisch  (Bavaria) — Hotel  Sonnenbichel) 
Hotel  Alpspitz 

GerNsbach,  (Murgtl,  Baden,  Black  Forest) — 
Pension  Villa  Bellevue 
Ghent  (Belgium) — Hotel  Universel 
Golling  (Austria) — Hotel  Pension  Bellevue 
Hotel  Bahnhof 

Gotha  (Germany)-rHotel  Herzog  Ernst 
Gries  bei  Bozen  (Austria)— 

Hotel  Pension  Bellevue* 

Groningen  (Holland) — 

Hotel  Seven  Provinces 
Gstatterboden  (Steiermark,  Austria) — 
Hotel  Gesiiuse* 

Haarlem  (Holland)— Hotel  Lion  d'Or 
Hague  (Holland) — Hotel  du  Passage 
Hotel  Lion  d’Or 

Hallein  (Austria) — Hotel  Stern 
Hamburg  (Germany) — Hotel  Furst  Bismarck 
English  Hotel 
Hanover  (Germany) — 

Hotel  zu  den  Vier  Jahreszeiten 
Hausach  (Germany) — Hotel  z.  Hirseh 
Heidelberg  (Germany) — 

Hotel  Darmstadter  Hof 
Hildesheim  (Germany) — Hotel  d'Angleterre 
Honnef  Rhein  (Germany) — Hotel  Webel 
Innsbruck  (Austria) — Hotel  Veldidena 
Hotel  Habsburgher  Hof 
Ischl  (Austria) — Hotel  Victoria 
Hotel  Habsburgerhof 

Kestenholz  (Alsace) — Kurhaus  Badbroun 
Kirnhalden  (Black  Forest) — 

Hotel  Bad  Kirnhalden 
Kissingen  (Bavaria)— 

Hotel  and  Pension  Wurtemberger  Hof 
Konigsfeld  (Baden)— Hotel  and  Kurhaus 
Doniswald 


Konigswinter  (Germany) — 

Hotel  Dusseldorfer  Hof 
Krimml  (Tyrol) — Hotel  KrimmUrhof 
Kufstein  (Austria) — Hotel  Gisela 
Kyllburg  (Germany) — Hotel  Eifelerhof 
Lana  (near  Meran,  Tyrol) — Hotel  Royal 
Laroche  (Belgium) — 

Hotel  de  Luxemburg 
Lavarone  (Austria) — Hotel  du  Lac* 

Leiden  (Holland) — Hotel  Rynland 
Leipsic  (Germany) — Hotel  zum  Palmbaum 
Hotel  Sachsenhof 
Hotel  Sedan 

Leoben  (Austria) — Hotel  Sudbahnhof 
Liege — (Belgium) — Hotel  d’Angleterre 
Luxemburg  (Lux) — Hotel  Clesse 
Maastrich  (Holland) — Hotel  Derlon 
M alines  (Belgium) — Hotel  de  la  Couronne 
Mals  (Tyrol) — Hotel  Post 
Mauterndorf  (Austria) — Gasthof  zur  Poste 
Mayence  (Germany)— Central  Hotel 
Hotel  Mainzerhof 

Menzanschwand  (Black  Forest) — 

Hotel  Eagle 
Meran  (Austria) — 

Hotel  and  Pension  Windsor* 

Hotel  d’l  Europe 

Metz  (Germany) — Hotel  d’Angleterre 
Middelkerke  (Belgium)— 

Villa  des  Roseraies* 

Mittenwald  (Bavaria) — Hotel  Post 
Mori  (Austria) — Hotel  de  la  Gare 
Munich — Hotel  de  l’Europe  (3  m.  Supple¬ 
ment) 

Hotel  Wagner  (1  Li  m.  Supplement) 

Hotel  Stachus  (3  m.  Supplement) 

In  the  Summer  of  1910  engage  rooms  at 
least  two  or  three  weeks  in  advance. 

Namur  (Belgium) — Hotel  de  Hollande 
Neuspondining  (Tyrol) — 

Bahnhof  and  Post  Hotel 
Neustadt  (Germany)— Hotel  Crown 
Neuwied  (Germany) — 

Moravian  Hotel 
Nieuport-Bains  (Belgium) — 

Grand  Hotel  de  la  Plage 
Nordhausen  (Germany) — 

Hotel  Friedrickskron 

Nurnberg  (Germany) — Hotel  Maximilian 
Nymegne  (Holland) — Hotel  du  Soliel 
Oberammergau  (Bavaria) — 

Anton  Lang’s  Pension,  No.  19 
Oostduinkerke-Bains  (Belgium) — 

Grand  Hotel  des  Dunes 
Ostend  (Belgium) — St.  James  Hotel* 

Hotel  de  Gand  et  d’Albion* 

Hotel  Royal  de  Prusse  and  Grande 
Bretagne* 

Hotel  Marion* 

Hotel  de  Cologne  et  Villa  Paula* 
Partenkirchen  (Bavaria) — Hotel  Post 
Pilsen  (Austria) — Hotel  Golden  Eagle 
Plansee  (Tyrol) — Hotel  Seespitz 
Reichenhall  (Germany) — Hotel  Deutscher 
Kaiser* 

Reutte  (Tyrol) — Hotel  Tyrol 
Rippoldsau  (Black  Forest) — • 

Hotel  Fritsch  zum  Klosterle 
Riva  (Austria) — Hotel  and  Pension  See- Villa 
Rochefort  (Belgium) — Hotel  Biron 
Rolandseck  (Germany)— Hotel  Decker 
Rothenburg  (Bavaria) — Hotel  Hirseh 


394 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEI. 


Hotels  at  $1.85—12.00 

BELGIUM,  HOLLAND,  THE  RHINE,  GERMANY  AUSTRIA,  RUSSIA,  &c .—Continued 


Rotterdam  (Holland) — Hotel  de  France 
Hotel  Victoria 

Rudesheim  (Germany) — Hotel  Massmann* 
Sackingen  (Germany) — 

Bad  Hotel  zum  Lowen 
Salzburg  (Austri-a) — 

Hotel  Kaiserin  Elizabeth 
Sarajevo  (Bosnia) — Hotel  Central 
Scheveningen  (Holland) — 

Hotel  van  den  Abeelen* 

Hotel  Zeerust 

Schluderbach — Hotel  Schluderbach 
Schoenwald  (Baden,  Germany)  — 

Kurhotel  Victoria* 

Schonau  (Black  Forest) — Hotel  Sonne 
Schwalbach  (Germany) — 

Hotel  Continental 

Schwerin  (Mecklenburg,  Germany) — 

Hotel  Niendorff 
Seefeld  (Tyrol) — Hotel  Post 
Soden  (Germany) — Hotel  Kurhaus 
Sophia  (Bulgaria — Hotel  Royal 
Spa  (Belgium)— Hotel  de  Lacken* 
Steinach-Irdning  (Austria) — 

Station  Hotel 

St.  Blasien  (Germany) — Hotel  Hirschen 
St.  Georgen  (Black  Forest) — Hotel  Hirsch 
St.  Goarshausen  (Germany — Hotel  Ilohen- 
zoller 

St.  HuBERT(Belgium) — Hotel  du  Luxembourg 
St.  Johann  am  Pongau  (Austria)— 

Hotel  zur  Post 

St.  Polten  (Austria) — Hotel  Pittner 
St.  Wolfgang  (Germany) — 

Hotel  and  Pension  Peter  zur  Schafberg- 
bahn 

Hotel  zum  Weissen  Rossel* 


Strassburg  (Alsace,  Germany) — 

Pension  Internationale,  Universitats- 
strasse  26 
Hotel  Victoria 

Stuttgart  (Germany) — Hotel  Dierlamm 
Telfs  (Tyrol) — Hotel  Post 
Texel  (Holland) — Hotel  Texel 
Toblach  (Austria) — Hotel  Germania* 
Trafoi  (Tyrol) — Hotel  Post 
Trarbach  (Germany) — Hotel  Adolph 
Treves  (Germany) — Hotel  Reichshof 
Trient  (Austria) — Hotel  de  l’Europe 
Trieste  (Austria) — Hotel  Toniato 
Tutzing  (near  Munich,  Bavaria)— 

Hotel  Seehof 

Utrecht  (Holland) — Hotel  Central 
Valkenberg  (Holland) — Hotel  Monopole 
Veldes  am  Veldersee  (Austria) — 

Hotel  and  Pension  Malbner 
Vienna  (Austria) — Hotel  Victoria 
Villingen  (Germany) — Flotel  Blume 
V laardingen  (Holland) — Hotel  Bellevue 
Weimar  (Germany) — Hotel  Elephant 
Hotel  Goldner  Adler 
Wiesbaden  (Germany) — Taunus  Hotel 
Wildbad  (Germany) — 

Hotel  zum  Gold  Ochsen 
Wolfach  (Black  Forest) — 

Hotel  zum  Sahnen 
Worms  a/RHiNE  (Germany) — 

Hotel  Kaiserhof 
Wurzburg  (Bavaria) — 

Hotel  zum  Schwan 
Zell  am  See  (Austria) — 

Hotel  Pinzgauerhof 


GREECE, 

Candia  (Island  of  Crete) — 

Hotel  d’Angleterre 
Canea  (Greece) — 

Grand  Hotel  de  France  et  d’Angleterre 


MALTA,  &c. 

Famagusta  (Cyprus) — Hotel  Savoy 
Larnaca  (Cyprus) — Royal  Hotel 
Malta — Hotel  d’Angleterre 


SPAIN,  PORTUGAL,  &c. 


Algeciras  (Spain) — Hotel  de  la  Marina 
Hotel  Terminus 

Barcelona  (Spain) — Hotel  Falcon 
Gran  Hotel  Ambos  Mundos 
Burgos  (Spain) — Gran  Hotel  Universal 
Cordova  (Spain) — Hotel  Espanola  y  Francia 
Escorial  (Spain) — New  Hotel 
Fuenterrabbia  (Spain) — Hotel  de  France 
Gibraltar  (Spain) — Hotel  Victoria 
Hotel  Continental 
Granada  (Spain) — Hotel  Victoria 
Hotel  Pension  Alhambra 


Lisbon  (Portugal)— Hotel  Avenida 
Madrid  (Spain) — Hotel  Peninsular 
Malaga  (Spain) — Hotel  Alhambra 
Ronda  (Spain)— Station  Hotel 
Salamanca  (Spain) — 

Gran  Hotel  del  Comercio 
San  Sebastian  (Spain) — - 
Grand  Hotel  de  Biarritz 
Seville  (Spain) — Cecil  Hotel 
Hotel  La  Peninsular 
Hotel  de  Rome 


NORWAY,  SWEDEN,  AND  DENMARK, 


Blaaflaten  (Norway) — Hotel  Blaaflaten 
Copenhagen  (Denmark) — Hotel  Hafnia 
Hard  anger  (Norway) — Hotel  Vikingness 


Stockholm  (Sweden) — Hotel  Belfrage 
Pension  Continentale 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


395 


Hotels  at  $1.85— $2.00 

ALGERIA.  TUNISIA.  &c. 


Affreville  (Algeria) — Hotel  de  Vaucluse 
Hotel  de  l’Univers 
Algiers  (Algeria) — 

Hotel  Beau  Sejour  (Mustapha  Superieur) 
Hotel  Oriental  (Mustapha  Superieur) t 
Hotel  Pension  Olivage  (Mustapha  Supe¬ 
rieur) 

Grand  Hotel  (Mustapha  Superieur) 

Azazga  (Algeria) — Hotel  Vayssieres 
Hotel  Gebhard 

Biskra  (Algeria) — Hotel  de  l’Oasis 
Bizerte  (Tunisia) — Hotel  Metropole 
Bona  (Algeria) — Hotel  du  Commerce 
Bordj-Bouira  (Algeria) — Hotel  de  la  Colonie 
El  Guerrah  (Algeria) — Hotel  El  Guerrah 

BRITISH 

Aberdeen,  Scotland — 

Hutcheon’s  Temperance  Hotel 
Royal  Hotel 

Antrim,  Ireland — Hall's  Hotel 
Ardara,  Ireland — Nesbitt  Arms 
Armagh,  Ireland — Charlemont  Arms 
Arrochar,  Scotland — Ross’s  Hotel 
Avoca — See  Ovoca 

Balloch,  Scotland — Tullichewan  Hotel 
Ballyshannon,  Ireland — Royal  Hotel 
Bangor,  co.  Down,  Ireland — Grand  Hotel 
Barmouth,  N.  Wales — Tal-y-Don  Hotel 
Belfast,  Ireland — Prince  of  Wales  Hotel 
Monteith’s  Temperance  Hotel 
Birnam,  Scotland — Park  View  House 
Borth,  Wales — The  Cambrian  Hotel 
Bournemouth,  England — Dalkeith  Hotel 
Hotel  Windsor 

Bowness,  England — Royal  Hotel 
Bradford,  Yorks,  England — Talbot  Hotel 
Bridge  of  Allan,  Scotland — Queen’s  Hotel 
Brighton,  England — 

Argyle  Mansions  Hotel 
Gloucester  Hotel 
Haslemere  Hotel 
Bristol,  England — Bank  Hotel 
Bude,  North  Cornwall — 

Norfolk  Temperance  Hotel 
Bundoran,  Ireland — Marine  Hotel 
Buxton,  England — 

Wilberforce  (Temperance)  Hotel 
Cappoquin,  Ireland — Harrington’s  Hotel 
Carbis  Bay,  Cornwall — 

Hendra’s  Private  Hotel 
Cardiff,  Wales — Central  Hotel 
Cashel,  Co.  Tipperary,  Ireland — 

Ryan’s  Hotel 

Chester,  England — Washington  Hotel 
Clifden,  Ireland — Lyden’s  Hotel 
Clonbur,  Ireland — Mount  Gable  Hotel 
Coniston,  England — Sun  Hotel 
Cork,  Ireland — McTernan’s  Hotel 
Windsor  Hotel 
Royal  Victoria  Hotel 
Creeslough,  Ireland — Harkin’s  Hotel 
Cushendell  (Ireland) — Delargy’s  Hotel 
Donegal,  Ireland — 

Erin  Temperance  Hotel 
Dover,  England — 

Metropole  Hotel 
Esplanade  Hotel 


Kairouan  (Tunisia) — Grand  Hotel 
Kerrata  (Algeria) — Hotel  Kerrata 
Marengo  (Algeria) — Hotel  d’Orient 
Michelet  (Algeria) — Hotel  des  Touristes 
Orleansville  (Algeria) — 

Hotel  des  Voyageurs 
Tangier  (Morocco) — Hotel  Bristol 
Tizi  Ouzou  (Algeria) — Grand  Hotel 
Hotel  des  Postes 
Tripoli  (Barbary) — 

Hotel  T ransatlantique 
Hotel  Minerva 
Tunis  (Tunisia) — 

Imperial  Hotel 
Hotel  Eymon 


HOTELS. 

Douglas,  Isle  of  Man — 

The  Imperial  Hotel 
Hotel  Ellerslie 

Cliff  View  and  Oxford  Private  Hotel 
Sefton  Hotel 
Aylen’s  Hotel 

Dublin,  Ireland — Standard  Hotel 
Royal  Exchange  Hotel 
Clarence  Hotel  (Wellington  Quay) 
Manchester  and  Provincial  Hotel 
Four  Courts  Hotel 
St.  Andrew’s  Hotel 
Moran’s  Hotel 
Abbotsford  Hotel 
Hotel  Pelletier 
Dunfanaghy,  Ireland — 

Stewart  Arms  Hotel 
Dungarvan,  Ireland — Lawler’s  Hotel 
Dungloe,  Ireland — Boyle’s  Hotel 
Edinburgh,  Scotland  — 

Castle-Central  Hotel 
Old  Ship  Hotel 

Milne’s  Hotel,  145  Leith  Street 
Maitland  Temperance  Hotel 
Adelphia  Hotel 
Palace  Temperance  Hotel 
Enniskillen,  Ireland — Railway  Hotel 
Exeter,  England — Hotel  Osborne 
Folkestone,  England — Pier  Private  Hotel 
Fort  William,  Scotland — 

Waverlev  Temperance  Hotel 
Central  Temperance  Hotel 
Palace  Hotel 
Garronpoint,  Ireland — 

Garron  Towers  Hotel 
Giant’s  Causeway,  Ireland — 

Kane’s  Roval  Hotel 
Glasgow,  Scotland — Balmoral  Hotel 
Glengarriff,  Ireland — Perrins  Hotel 
Bridge  Hotel 

Glenties,  Ireland — O’Donnell’s  Hotel 
Gougane,  Barra,  Ireland — 

Cronins  Hotel 

Guernsey,  Channel  Islands — 

Channel  Islands  Hotel 
Imperial  Hotel 

Gweedore,  Ireland — Gweedore  Hotel 
Harrogate,  England — Lancaster  Hotel 
The  Spa  Hydro 

Hull,  England— Percy’s  York  Hotel 
London  Hotel 


396 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Hotels  at  SI. 85— $2.00 

BRITISH  HOTELS — Continued 


Ilfracombe,  England — 

Gilbert  Private  Hotel 
Runnacleave  Hotel 
Ilkley,  England — 

Spa  Hydropathic  Establishment 
Inchigeela,  Co.  Cork,  Ireland — 

Lake  Hotel 

Inverness,  Scotland — Glen  Albyn  Hotel 
Queensgate  Hotelds 
Jersey,  Channel  Islanr — 

Hotel  Pomme  d’Ov 
Hotel  de  l’Europe 
Le  Coie  House 
Royal  Hotel 

Keswick,  England — County  Hotel 
Killarney,  Ireland — 

Slattery’s  Imperial  Hotel 
O’Sullivan’s  Hotel 
The  Muckross  Hotel 
Lake  View  Hotel 
New  Hotel 

Killybegs,  Ireland — Rogers  Hotel 
Kilkee,  Ireland — West  End  Hotel 
Langholm,  Scotland — 

Eskdale  Temperance  Hotel 
Larne,  Ireland — King’s  Arms  Hotel 
Laharna  Hotel 

Leeds,  England — Albion  Hotel 
Imperial  Hotel 

Liverpool,  England — Waterloo  Hotel 
Deysbrook  House,  2,  Canning  St. 

Bee  Hotel 

Llandudno,  N.  Wales- 
North  Western  Hotel 
London,  England — 

Imperial  Hotel,  Russell  Square 
Wilton  Hotel,  opposite  Victoria  Station 
Philp’s  Glenburn  Hotel,  26,  Great  Rus¬ 
sell  Street,  W.  C. 

Osborne  Hotel,  Tavistock  Place,  W.  C. 
Waterloo  Hotel  (corner  of  York  and 
Waterloo  Roads,  S.  E.) 

Morton  Hotel.  Russell  Square,  W.  C. 

Peru  House  Hotel,  4,  5,  and  6,  Woburn 
Place,  Russell  Square  ,W.  C. 

Hotel  Brooklvn,  Earl’s  Court  Square, 
S.  W. 

The  Eccleston  Hotel,  Eccleston  Square 
(close  to  Victoria  Stn.) 

Woburn  House  Hotel,  Upper  Woburn 
Place,  W.  C. 

See  Chapter  on  “London”  for  full  list  hotels. 

Louisburgh,  co.  Mayo,  Ireland — 
McDermott’s  Hotel 

Matlock-Bank,  England — Dalefield,  Hydro 
Matlock -Bath,  England — 

Bath  Terrace  Hotel 

M  elrose,  Scotland — King’s  Arms  Hotel 
Milford,  co.  Donegal,  Ireland — 

McDevitt’s  Hotel 

Morecambe,  England — Battery  Hotel 
Mumbles,  near  Swansea,  Wales — Yacht  Cafe 
Newquay,  Cornwall — Moirah  House 
Newcastle-on-Tyne,  England — 

Clarendon  Temperance  Hotel 
Imperial  Hotel,  Jesmond  Road 
Nottingham — Portland  Hotel 
Oban,  Scotland — County  Hotel 
Royal  Hotel 
Argyll  Hotel 
Imperial  Hotel 


Ovoca,  Ireland — Vale  View  Hotel 
Paisley,  Scotland — 

George  Temperance  Hotel 
Perth,  Scotland- 

Grand  (Temperance)  Hotel 
Peterhead,  Scotland — Palace  Hotel 
Plymouth,  England — Continental  Hotel 
Farley  Hotel 
Porthcawl,  Wales — 

Marine  Private  Hotel 
Portrush,  Ireland— Eglington  Hotel 
Windsor  Hotel 
Central  Hotel 

Queenstown,  Ireland — Rob  Roy  Hotel 
Ramsey,  Isle  of  Man — 

Prince  of  Wales  Hotel 
Richmond  Hill,  Surrey,  England — 
Mansion  Hotel 

Rothesay,  Scotland — Lome  Hotel 
Scarsborough,  England — 

Spa  Private  Hotel 
Skipton,  Yorkshire,  England — 

Black  Horse  Hotel 
Ship  Hotel 

Sligo,  Ireland — Bridge  House  Hotel 
Southampton,  England — Flower’s  Hotel 
Southport,  England — Wheldon’s  Hotel 
Southsea,  England — Washington  Hotel 
St.  Leonards-on-Sea,  England — 

Fife  Hotel 

Stirling,  Scotland — Waverley  Hotel 
New  County  Hotel 
Stranraer,  Scotland — Meikle  Hotel 
Swansea,  Wales — Mackworth  Hotel 
Torcross,  Devon,  England — 

Torcross  Hotel 
Torquay,  Devon,  England — 

Petworth  Hotel,  Chestnut  Avenue 
Dudley  Private  Hotel 
Turriff,  Scotland — Fife  Arms  Hotel 
U lls water,  England — Sun  Hotel 
Westport,  Ireland — West  Hotel 
Winchester,  England — 

Hotel  Crown  and  Cushion 
Worcester,  England — 

Victoria  Temperance  Hotel 
Central  Temperance  Hotel 


SHORT  DAY  TRIPS  FROM  LONDON 

St.  Albans.  Midland  Railway  (20  miles); 
London  &  North  Western  (24  miles);  fare 
round  trip  third  class  3s.  3d.  Great  Northern 
(2.3  miles)  fare  round  trip  3s.  3d.  The 
Verulam  of  the  Romans.  Burial  place  of 
Lord  Bacon,  whose  tomb  is  in  St.  Michael’s 
Church.  Cathedral  with  longest  nave  in 
England  open  10  to  4,  5  or  6  p.  m.  weekdays, 
according  to  season.  Nave  free;  transept 
and  parts  east  of  nave  6d.  Also  may  be  seen 
remains  of  ancient  Verulam,  old  Abbey 
Gateway,  and  quaint  round  tavern.  “The 
Fighting  Cocks”  the  oldest  inhabited  house 
in  England. 

Rye  House.  Great  Eastern  Railway, 
(19  miles)  fare  third  class  2s.  lOd.  (round  trip). 
Remains  of  Rye  House,  the  ancient  manor 
whose  owner  was  beheaded  for  complicity  in 
the  Rye  House  Plot.  Is  now  an  inn.  Em¬ 
battled  gatehouse.  “  The  great  bed  of  Ware  ” 
twelve  feet  square  mentioned  by  Shakespeare 
in  ‘  Twelfth  Night”  is  a  curiosity. 


AUTOMOBLLIK G  IK  EUROPE 


For  much  help  on  this  difficult  sub¬ 
ject  the  author  is  indebted  to  the  fol¬ 
lowing  gentlemen  :  Mr.  Raymond  Beck, 
of  the  Tour  Department  of  the  Auto¬ 
mobile  Club  of  America ;  Mr.  F.  II. 
Elliott,  secretary  of  the  American 
Automobile  Association,  and  to  Mr.  A. 
C.  Spencer,  of  the  American  Express 
Company. 

HIRING  AUTOMOBILES 

It  is  very  expensive  to  hire  an  auto¬ 
mobile  abroad,  and  those  who  do  not 
ship  their  own  automobiles  should 
expect  to  pay  six  or  seven  pounds  a 
day,  or  even  more,  for  a  desirable  car. 
While  the  expense  of  shipping  an  auto¬ 
mobile  to  Europe  seems  very  large,  it 
will  prove  economical  in  the  long  run 
if  a  motor  trip  is  contemplated.  If 
the  machine  is  to  be  hired  the  exact 
time  and  place  where  it  is  to  be 
brought  should  be  specified,  and  this 
sending  of  the  car  should  be  included 
in  the  sum  paid.  Those  who  intend 
to  take  an  automobile  trip  on  the  Con¬ 
tinent  will  find  it  more  advantageous 
to  rent  automobiles  in  Paris  than  to 
rent  them  in  England  and  have  them 
sent  over.  Automobiles  may  be  hired 
in  Paris  from  the  following  concerns  : 

American  Garage,  54,  Avenue  Mon¬ 
taigne.  Sole  representative  for  Bianchi 
ears. 

Garage  de  l’Avenue  du  Bois,  56,  Rue 
Pergolese.  Fine  car  on  hire. 

Garage  Bourbon,  7,  Place  du  Palais 
Bourbon.  Mercedes  and  Renault  cars 
for  hire. 

Gomes  &  Co.,  153,  Boulevard  Hauss- 
mann,  and  Garage  Automobile  Agency, 
1(53,  Avenue  Victor  Hugo. 

.7.  B.  Mercier,  (5,  Rue  Saint  Ferdi¬ 
nand  (’phone  565.30).  A  specialty  of 
second-hand  cars. 

New  York  Garage,  34,  Rue  du  Mont 
Tliabor.  Modern  garage.  Machine 
tools  for  repairs  on  the  premises. 

Perignon  &  Rougier,  13,  Rue  Des- 
combes.  Special  agents  for  Lorraine- 
Dietricli  cars. 

Schrader  &  Co..  51.  Avenue  de  la 
Grande  Armee.  Special  agent  for  Re¬ 
nault  cars. 

Socffite  des  Garages  Krieger  and 
Brasier,  48,  Rue  la  Boetie.  Fine  tour¬ 
ing  cars  for  hire. 


All  those  who  are  thinking  about 
taking  an  automobile  trip  abroad 
should  obtain  a  little  32-page  pamphlet 
by  J.  M.  Murdock.  This  pamphlet  de¬ 
scribes  how  the  writer  made  arrange¬ 
ments  for  shipping  his  car.  It  gives  par¬ 
ticulars  as  to  le  landing  of  the  cars, 
the  proper  season  for  touring,  Euro¬ 
pean  touring  clubs,  the  duty  deposit 
in  Italy,  the  French  license  and  de¬ 
posit,  the  Swiss  duty  deposit,  the  two 
German  licenses,  and  the  English  li¬ 
censes  and  tags,  frontier  procedure, 
passing  octroi  officials,  Italian  road 
maps,  French  maps,  maps  of  England. 

The  author  also  speaks  of  renting 
cars  abroad,  in  which  he  states  that 
it  is  quite  a  common  practice  for  some 
Americans  to  hire  or  lease  cars  on  the 
Continent,  but  as  a  rule  these  engage¬ 
ments  are  only  for  a  short  period  and 
the  cost  usually  runs  from  $20  to  $30 
a  day,  which  includes  a  chauffeur  and 
all  repairs  and  supplies.  As  a  rule, 
there  is  a  limitation  as  to  the  number 
of  passengers  allowed  to  be  carried,  as 
well  as  to  the  average  number  of  kilo¬ 
meters  a  day  the  car  may  be  run.  The 
cars  are  necessarily  second-hand,  and 
almost  all  that  the  author  met  had 
seen  considerable  service,  although 
still  in  good  touring  condition.  Mr. 
Murdock  states :  “For  a  short  time  I 
considered  tnis  preferable  to  taking  a 
car  from  this  side,  but  for  a  trip  in¬ 
volving  a  matter  of  six  weeks  or  more, 
or  one  involving  a  tour  which  does  not 
start  and  end  at  the  same  point,  it 
would  certainly  be  better  to  take  your 
own  car  with  you.  The  expense  of 
hiring  a  car  for  our  trip  would  have 
been  more  than  double  the  actual  cost  of 
taking  our  own  car,  and,  moreover,  we 
could  not  have  had  the  opportunity  of 
hiring  anything  like  my  ‘30.’  ”  He 
also  states  that  gasoline  in  Italy  is 
known  as  “benzina,”  in  France  “es¬ 
sence,”  in  England  “petrol,”  or  “spir¬ 
its.”  This  the  writer  found  sold  every¬ 
where  in  sealed  tin  cans.  In  Italy  it 
is  usually  sold  in  cans  containing  20 
liters;  in  France  and  England  in  five- 
liter  cans.  In  Italy  the  liquid  fuel  is 
more  expensive  than  elsewhere.  In 
southern  Italy  he  paid  as  high  as  one 
lira  and  ten  centesimi  per  liter,  equiva- 


397 


398 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


399 


lent  to  90  cents  per  gallon.  As  you 
move  nortli  through  Italy  it  becomes 
cheaper ;  in  small  towns  in  France  it 
can  be  bought  for  35  to  40  centimes 
per  liter,  or  35  cents  a  gallon.  All 
through  England  he  paid  about  33 
cents  a  gallon. 

The  price  of  oil  is  not  much  differ¬ 
ent  from  that  throughout  America,  al¬ 
though  the  quality  of  the  cylinder  oil 
is  not  as  good. 

Nowhere  did  he  find  such  garages  as 
we  have  at  home.  In  fact,  the  only 
one  belonging  to  the  first  class  was  the 
“Palace  Garage”  at  Rome. 

For  washing  and  polishing,  a  charge 
of  from  40  cents  to  00  cents  was 
usually  made. 

The  pamphlet  contains  a  detailed 
schedule  of  the  tour  and  gives  a  sum¬ 
mary  of  the  miles  driven  and  the  ex¬ 
pense.  The  average  cost  for  all  oper¬ 


THE  AMERICAN  AUTOMOBILE 
ASSOCIATION 

The  American  Automobile  Association  is  a 
powerful  aid  to  automobiling  progress.  Any 
one  who  is  interested  in  automobiling  can 
become  an  individual  member  or  through  an 
Automobile  Club  which  is  affiliated  with  the 
State  organization  of  the  American  Auto¬ 
mobile  Association.  Every  member  of  the 
A.  A.  A.  receives  once  a  month  a  copy  of 
the  “American  Motorist,”  which  is  the  official 
journal  of  the  National  Association,  with  its 
headquarters  at  437  Fifth  Avenue,  New  York 
City.  This  Association  was  organized  in 
1902,  and  has  a  membership  of  over  35,000 
subdivided  into  36  State  Associations,  com¬ 
prising  over  250  automobile  clubs  and  hun¬ 
dreds  of  individual  members.  Full  literature  is 
sent  by  the  Association  on  request  at  the 
above  address. 

For  the  benefit  of  A.  A.  A.  members 
reciprocal  arrangements  have  been  en¬ 
tered  into  with  the  following  European 
organizations  : 

Automobile  Association  of  London 
Stenson  Cooke,  Secretary 
Princes  Buildings,  Coventry  Street, 
London,  W. 

Motor  Union  of  Great  Britain 
Rees  Jeffreys,  Secretary 
1  Albemarle  Street,  Piccadilly,  Lon¬ 
don,  W. 

Touring  Club  of  France 
Honorable  Secretary 
65  Avenue  de  la  Grande  Armee, 
Paris,  France. 

European  Touring  Consul,  A.  A.  A. 

M.  Victor  Breyer 

4  bis,  Rue  Descombes,  Paris,  France. 
Touring  Club  Italiano 

S.  J.  Johnson,  Secretary 
Via  Monte  Napolcone  14,  Milano, 
Italy. 

Touring  Club  Suisse 

A.  Navazza,  Director 
Geneva,  Switzerland. 

Continued  on  page  400,  column  1. 


ating  and  maintenance  charges  per  day 
for  the  whole  104  days  was  $10.62. 
The  average  cost  of  all  expenses,  tires, 
supplies,  repairs,  garages,  and  every 
item  connected  with  the  operation  of 
the  car  for  the  trip,  was  18  cents  a 
mile;  the  total  number  of  miles  driven 
was  5,846.  The  total  expense  was 
$1,105.12.  Of  this  amount,  $632.81 
went  for  the  purchase  of  tires  and  in¬ 
ner  tubes  and  repairs  to  the  same, 
while  $339.86  went  for  the  purchase 
of  gasoline  and  oil.  The  storage,  pol¬ 
ishing  and  cleaning  cost  only  $78.73. 
The  repairs,  outside  of  the  tires,  were 
only  SO  cents  for  repairing  the  gaso¬ 
line  tank  and  $1.92  for  relining  a  foot 
brake. 

It  is  seldom  that  so  much  informa¬ 
tion  can  be  found  in  32  pages  as  in  the 
little  book  before  us. 


THE  AUTOMOBILE  CLUB  OF 
AMERICA 

The  Automobile  Club  of  America  is 
the  only  organization  recognized  in 
America  by  the  following  national 
automobile  clubs,  is  a  member  of  the 
International  Association  of  Recog¬ 
nized  Automobile  Clubs,  and  is  the 
sole  representative  in  this  country  of 
the  following  clubs : 

Automobile  Club  de  France,  (Paris) 
Royal  Automobile  Club,  (London) 
Kaiserlicher  Automobil  Club,  (Berlin) 
Automobile  Club  d’Italia,  (Italy) 
Automobile  Club  de  Belgique,  (Brussels) 
Automobile  Club  de  Suisse,  (Geneva) 
Ossterreichische  Automobil  Club, 
(Vbnna) 

Nederlandische  Automobiel  Club,  (The 
Hague) 

Kungl  Automobil  Klubben,  (Stockholm) 
Auckland  Automobile  Association,  (New 
Zealand) 

Automobile  Club  of  Russia,  (St.  Peters¬ 
burg) 

Automobile  Club  of  Roumania,  (Bucha¬ 
rest) 

International  Automobile  Racing  As¬ 
sociation  of  Cuba,  (Havana) 

Magyar  Automobile  Club,  (Budapest) 
Automobile  Club  of  Porto  Rico,  (San 
Juan) 

Automobile  Club  of  Canada,  (Montreal) 
Automobile  Club  of  Denmark,  (Copen¬ 
hagen) 

Royal  Automobile  Club  of  Spain, 
(Madrid) 

and  vice  versa. 

Members  ot  this  club  may  procure 
from  the  secretary  a  card,  which,  on 
presentation  at  the  office  of  the  above 
named  clubs,  will  give  the  member  per¬ 
mission  (under  certain  restrictions)  to 
use  the  premises  of  those  clubs. 

Continued  on  page  400,  column  2 


400 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Continued  from  page  399,  column  1 


Interesting  books,  beautifully  illustra¬ 
ted,  descriptive  of  European  travel  by 
motor  car,  compiled  by  well-known  au¬ 
thors,  can  be  secured  at  the  American 
Automobile  Association  in  New  York  at 
special  prices.  Circular  announcements 
of  these  publications  will  be  mailed 
upon  application  to  the  Secretary. 

THE  AUTOMOBILE  ASSOCIATION 
OF  LONDON. 

By  special  arrangements  the  members  of 
the  American  Automobile  Association  who 
reside  permanently  out  of  Great  Britain 
become  members  of  the  Automobile  Associa¬ 
tion  at  a  subscription  of  one  pound  one 
shilling  per  annum.  A  form  of  application 
for  membership  is  given  below.  There  are 
many  advantages  connected  with  member¬ 
ship  in  this  organization:  A.  A.  cyclists  patrol 
the  roads;  A.  A.  agents  repair  cars  at  special 
terms;  A.  A.  signs  are  found  all  over  England, 
and  are  illustrated  elsewhere.  The  A.  A. 
Tours  Department  affords  unique  facilities 
for  transportation  of  members’  cars  into  or 
through  various  European  countries.  There 
are  many  other  advantages.  Full  particu- 
ars  and  the  A.  A.  Hand  Book  can  be  had  by 
addressing  the  American  Automobile  Associa¬ 
tion,  437  Fifth  Avenue,  New  York  City. 

To  avoid  all  possibility  of  mistake  in  de¬ 
scription,  it  is  suggested  that  the  applicant’s 
visiting  card  be  attached  to  this  form. 

Form  of  Application  for  Membership  of  the 

American  Automobile  Association. 

To  the 

AUTOMOBILE  ASSOCIATION 
{Affiliated  to  the  Automobile  Association, 
Limited), 

Princes’  Buildings,  Coventry  Street, 
London,  W. 

I,  the  undersigned,  being  in  sympathy  with 
the  object  of  the  Association,  hereby  request 
to  be  enrolled  as  an  Ordinary  Member  per¬ 
manently  resident  out  of  Great  Britain,  in 
accordance  with  the  provisions  of  Rule  40 
and  subject  to  the  Rules  and  Regulations  of 
the  Association. 

Please  send  me  the  Official  Badge  of  the 
Automobile  Association,  which  I  undertake 
not  to  lend,  sell  or  sublet  to  any  person,  and 
to  return  at  any  time  my  membership  ceases,  for 
which  I  enclose — 

{Banker's  order  form  below.) 

(1)  My  Subscription  for  the  ensuing  Finan¬ 
cial  year  (ending  April  30th)  ....  £1  1  0 

(2)  Fee  for  the  use  during  term  of  mem¬ 
bership  of  Car  Badges  at  the  rate  of 

5s.  each . 

£ 


It  is  understood  and  agreed  that  no  property 
or  interest  in  the  said  Badges,  other  than  that 
of  the  right  to  use  the  same  during  member¬ 
ship,  shall  vest  in  or  pass  to  me,  and  that 
the  same  are  to  be  returned  to  the  Associa¬ 
tion  on  my  ceasing  to  be  a  Member. 

Name . 

Temporary  Address  in  Great  Britain . 

M embership  No.  A.  A.  A . 

Continued  on  page  401,  column  1 


Continued  from  page  399.  column  2 


THE  AUTOMOBILE  CLUB  OF  AMERICA 

BUREAU  OF  TOURS. 

54th  St.  West  of  Broadway,  New  York. 

The  following  data  are  essential  in  order  to 
procure  tryptiques  for  the  various  European 
countries: 

Countries  to  be  visited: 

1.  Name  of  maker . 

2.  Model  (year) . 

3.  Style  (touring  car,  limousine,  runabout, 

etc.) . 

4.  Color  of  body . 

5.  Number  of  chassis . 

6.  Color  of  chassis . 

7.  Color  of  wheels’ . 

8.  Kind  of  tires  (Continental,  Samson,  etc.) 

9.  Number  of  seats  (places) . 

10.  Kind  and  color  of  upholstery  inside . 

11.  Weight . 

12.  Value . 

13.  Number  of  motor . . 

14.  Fuel  or  motive  power . 

15.  Number  of  cylinders . 

10.  Horse-power . 

17.  Bore  of  cylinders  (this  is  necessary  for 

Austria  only) . 

18.  Owner’s  name  and  address . 

The  following  books  are  sold  by  the  Tour 
Department  of  The  Automqbile  Club  of 
America: 

FOREIGN  MAPS,  GUIDE  BOOKS,  ETC  . 

MISCELLANEOUS 


A.  C.  A.  European  Itinerary  Map . .f  1 .00 

Motor  Tours  Abroad  in  Winter  and 

Spring . . .  1.50 

The  Car  Continental  Touring  Guide .  3.50 

McMurtry’s  Map  of  Central  Europe.  ...  1  50 
Bartholomew’s  Map  of  Central  Europe  1 . 50 
London  to  the  Riviera .  0.50 

ENGLAND 

Contour  Road  Book  of  England .  1.90 

Montagu’s  Maps  of  England  (11  sections) 

per  section .  1.00 

Bacon’s  Maps  of  England  and  Wales 

per  section .  0.60 

Bartholomew’s  Sectional  Maps  of  Eng¬ 
land,  per  section .  0.85 

Bartholomew’s  Map  of  the  British  Isles. .  1.75 

The  Car  Road  Book  and  Guide .  5.00 

Motor  Trips  from  London  at  a  Glance  .  .  0.50 
Bartholomew’s  Map  of  London  and  En¬ 
virons . 0.85 

Foreign  Handbook  of  the  Motor  LTnion 

of  England .  0.75 

Legal  Handbook  of  the  Motor  Union  of 

England .  0.45 

Set  in  Silver .  1.20 

Motor  Mileage  Map  of  England  and 

Wales .  4.00 

SCOTLAND 

Montagu’s  Road  Maps  of  Scotland,  per 

section .  1.00 

Johnstone’s  Map  of  Scotland .  1.75 

Contour  Road  Book  of  Scotland .  0.85 

IRELAND 

Bartholomew’s  Map  of  Ireland.. .  0.85 

Bartholomew’s  Road  Maps  of  Ireland 

(7  sections)  per  section .  0.85 


Continued  on  jxige  401,  column  2 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


401 


Continued  from  page  400,  column  1 


Permanent  Address  abroad . 

Dale .  Reg.  No.  of  Car . 

Please  state  whether  white  metal  or  brass 
Badges  are  required. 

If  a  clip  for  attachment  of  the  Badge  to 
the  Radiator  Neck  is  required,  kindly  give 
measurements. 

Reciprocal  membership  arrangements  also 
exist  with  the  Touring  Club  of  France,  and 
the  Motor  Union  of  Great  Britain  and  Ireland, 
Touring  Club  of  Italiano  and  the  Touring 
Club  of  Suisse,  whereby  these  organizations 
extend  special  courtesies,  and  their  touring 
information  is  available  upon  presentation 
of  their  A.  A.  A.  membership  cards. 

International  League  of  Touring 
Associations 

The  A.  A.  A.  is  the  representative  in  the 
United  States  of  America  of  the  Ligue  Inter¬ 
nationale  des  Associations  Touristes  (Inter¬ 
national  League  of  Touring  Associations). 
This  League  is  now  one  of  the  largest  and 
most  powerful  non-political  federations  in  the 
world,  with  a  steadily  increasing  member¬ 
ship  which  already  numbers  considerably 
over  half  a  million.  The  objects  of  the 
League  are  the  safeguarding  in  all  countries 
of  the  interests  of  the  motor  tourist.  Since 
the  various  National  Automobile  Associations 
united  their  forces  in  an  international  league 
their  combined  power  has  been  brought  to 
bear  with  much  greater  effect  on  the  govern¬ 
ment  of  the  different  countries,  especially  as 
regards  international  touring. 


One  of  the  most  valuable  books 
which  the  automobile  traveler  can 
have  is  “Stevens’  Motor  Routes  in 
France,”  which  is  sold  in  this  coun¬ 
try  at  $1.25.  The  information  con¬ 
veyed  is  very  clear.  We  quote  quite 
extensively  from  this  book  as  follows 
relative  to  customs,  circulation  per¬ 
mits  and  driving  licenses,  rules  of  the 
road,  notices  and  sign  posts,  the  trans¬ 
port  of  motor  cars  by  rail  and  sea,  the 
transport  of  motor  cars  in  France,  a 
short  glossary  of  English  and  French 
phrases  and  terms  used  by  automobU- 
ists,  tables  of  kilometers  and  miles  and 
miscellaneous  notes. 

PERMITS 

A  French  permit  to  run  an  automo¬ 
bile  in  France  is  reproduced  elsewhere. 
The  photograph,  which  should  be  pro¬ 
vided,  should  measure  1%  inches  in 
height  and  should  be  1%  inches  wide. 
A  number  of  these  photographs  should 
be  procured  before  leaving  home,  as 
they  will  be  found  very  useful  for  use 
on  circular  tour  tickets.  There  is  also 
reproduced  a  license  to  drive  a  motor 
car  or  motor  cycle  in  Great  Britain. 


Continued  from  page  400,  column  2 
Contour  Road  Book  of  Ireland  (Gall  & 


Inglis) . $0.85 

Mecredy’s  Maps  of  Ireland  in  five  sec¬ 
tions,  per  section .  0.75 

Mecredy’s  Road  Map  of  Ireland .  0.50 

Mecredy’s  Road  Book  of  Ireland .  0.60 

FRANCE 

Taride’s  Maps  of  France,  per  section. . .  0.85 

Taride’s  Maps  of  France  (on  paper) .  0.50 

Taride’s  Guide  to  France .  1.75 

De  Dion  Bouton  Maps  of  France  (4  in 

set),  set .  2.50 

Annuaire  de  Route  of  the  Auto.  Club  of 

France .  1.00 

Sur  Route,  Atlas  Guide  de  Poche .  1.00 

Automobilia,  Motor  Roads  in  France..  .  5.50 
Touring  Club  of  France  Map  of  the 

Esterel  (on  paper) .  1.00 

Touring  Club  of  France  Annuaire, 

France  North .  0.50 

Touring  Club  of  France  Annuaire, 

France  South .  0.50 

Touring  Club  of  France,  Foreign  Coun¬ 
tries.  Vol.  1 .  0.60 

Touring  Club  of  France,  Foreign  Coun¬ 
tries.  Vol.  II .  0.60 

Touring  Club  of  France,  Excursions  and 

Voyages.. .  0.60 

Michelin  Guide  Book  of  France .  0.75 

BELGIUM  AND  HOLLAND 

Taride’s  Maps  of  Belgium,  per  section ...  0.85 
Touring  Club  Map  of  Belgium  (on  linen)  0.75 
Touring  Club  of  Belgium  Map  on  paper. . .  0.40 
Touring  Club  of  Belgium  Manual  for  the 

Tourist .  0.25 

Touring  Club  of, Belgium  Annuaire .  0.23 

Netherlands  Map  (on  linen),  of  Nether¬ 
lands  Auto.  Club .  2.00 

GERMANY 

Taride’s  Maps  of  Germany  (3  sections), 

per  section . • .  0.85 

Continental  Road  Atlas  of  Germany. ...  2.00 

Continental  Guide  Book  of  Germany .  0  75 

Mittelbach’s  Strip  Maps  of  Germany. ...  0.75 

SWITZERLAND 

Taride’s  Map  of  Switzerland .  1.00 

La  Suisse  Guide  de  l'Automobiliste  (A. 

C.  of  Switzerland) .  2.00 

ITALY 

Taride’s  Sectional  Maps  of  Italy,  per 

section .  0.85 

Touring  Club  of  Italy  maps .  0.35 

SPAIN 

Spanish  Auto.  Club  Official  Guide .  2  25 

Taride’s  Map  of  Portugal  and  Spain..  .  .  1.00 

AUSTRIA 

Touring  Club  of  Austria  Map .  0.85 

Austria  Auto.  Hand  Book .  1.75 

Dalmatia  Bosnia  Map .  1.50 

Motoring  in  the  Balkans,  Along  the 

Highways  of  Dalmatia,  Etc .  2.75 

SWEDEN 

Swedish  Auto.  Club’s  Guide  to  Sweden  2.00 

ALGIERS  AND  TUNIS 

Map  of  Algiers  (3  to  a  set)  set .  7.50 

Map  of  Tunis .  1.50 

INDIA 

Motoring  in  India .  2.00 


402 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


CARRYING  AUTOMOBILES  ABROAD 


Automobiles  are  not  carried  on  ex¬ 
press  steamers,  and  none  of  the  trans- 
Atlantic  lines  carry  them  uncrated.  Ar¬ 
rangements  may  be  made  through  the 
American  Express  Company,  or  special 
agents  of  the  steamship  companies,  for 
crating  cars  on  the  steamship  dock.  This 
saves  cartage  charges,  and  possible  in¬ 
jury  by  drayage.  It  also  leaves  the  car 
available  for  use  until  the  day  prior  to 
sailing,  as  it  may  be  delivered  for  box¬ 
ing  in  the  morning  of  the  day  previous  to  de¬ 
parture. 


BOXING  THE  AUTO 


The  crates  are  built  in  such  a  manner 
that  they  may  be  taken  apart  on  arri¬ 
val  abroad,  and  used  again  for  the  re¬ 
turn  shipment,  unless  the  car  is  to  be 
returned  from  a  different  port,  in  which 
case  it  may  prove  more  economical  to 
build  a  new  crate  than  to  ship  the  old 
box  to  another  port.  This  information 
will  be  supplied  by  the  shipping  agent. 

Boxing  is  unnecessary  between  ports 
in  Europe. 

Insurance. 

It  is  always  desirable  “to  cover"  an 
automobile  with  insurance  while  in 
transit.  “All  risk  insurance”  covers 
against  anv  damage  whatsoever,  provi¬ 
ded  the  policy  is  $25.00  or  over,  from 
the  time  the  car  is  received  until  its 
delivery  to  owner.  It  is  also  advisable 
for  owners  to  protect  themselves  by  in¬ 


surance  against  accidents,  injury  to 
others,  and  employers'  liability  in  re¬ 
spect  to  chauffeurs. 

AMERICAN  EXPRESS  COMPANY. 

Foreign  Department. 

New  York,  65  Broadway. 

Chicago,  III.,  72  Monroe  Street. 
Boston,  Mass.,  43  Franklin  Street. 
(When  writing  American  Express  Com¬ 
pany  for  information  about  your  trip 
abroad,  kindly  fill  in  a  similar  blank  and 
enclose  with  your  letter.) 

Make  of  Automobile . 

Is  it  of  U.  S.  or  Foreign  Make . 

Style  of  Car  . 

Number  of  Passengers  Carried . 

Dimensions  of  Car : 

Length  over  all . 

Greatest  height  . 

Greatest  width  . 

Weight  of  Car  . 

Do  you  want  Insurance . 

How  much  .$ . 

What  kind  of  Insurance — “Ordinary  Ma¬ 
rine  Risk”  or  “All  Risk” . 


Where  do  you 

want 

to  send 

car . 

When  can  you 

give 

car  to  us  for  Ship- 

When  do  you 

want 

car  at 

destination 

Name  .  .  . 
Address 


Rules  of  the  Road. 

If  driving  in  a  country  where  the 
rule  is  to  keep  to  the  right,  remember 
to  place  the  tail-lamp  on  the  left  side, 
and  vice-versa. 

Caution. 

Always  carefully  inspect  your  ma¬ 
chine,  oil  and  gasoline  before  leaving 
garage. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


403 


How  to  Ship  an  Automobile  Abroad 
by  the  North  German  Lloyd. 

Id  shipping  an  automobile  it  is  essen¬ 
tial  to  give  the  following  information  : 

Passenger's  name. 

Per  S.  S.  sailing. 

Ship  car  to. 

Chauffeur's  name. 

Make  Bills  of  Lading  in  name  of. 

Consign  car  to. 

Value  of  the  car  for  U.  S.  Custom 
House  clearance  $ . 

Insure  automobile  against  marine  risk 
for  $ . 

The  make  of  my  car  is. 

The  motor  number  is. 

The  chassis  number  is. 

The  measurements  of  my  car  are, 
length  ;  width  ;  height. 

The  weight  of  my  car  is  lbs. 

(If  a  foreign  car,  please  fill  in  the 
following,  too)  : 

The  car  was  imported  on  S.  S. 

Custom  House  entry  was  effected  by 
Entry  No. 

All  charges  are  to  be  paid  at. 

Please  state  if  car  is  to  be  returned 
to  the  United  States. 

In  shipping  automobiles  that  arc 
boxed  from  inland  points  of  the  United 
States  same  should  be  consigned 

Passenger's  name. 

Port  of  shipment. 

Care  of  Oelrichs  &  Co.,  Forwarding 
Department. 

5  Greenwich  Street,  New  York. 

Sending  shipping  instructions  and 
railroad  bill  of  lading  to  the  company's 
forwarding  department. 

Triptiques. 

Triptiques,  or  permits  for  temporary 
importation  of  cars,  are  the  favorite 
means  employed  by  motorists  for  pass¬ 
ing  the  Customs.  A  triptique  avoids  the 
trouble  either  of  finding  a  guarantor  or 
of  paying  a  deposit  at  the  Custom 
House,  and  does  away  with  the  long 
and  tedious  Customs  formalities,  es¬ 
pecially  when  leaving  a  country  and  re¬ 
quiring  refund  of  duty  deposited.  Cus¬ 
toms  Houses  at  small  frontier  points  are 
frequently  unable  to  reimburse  the  auto- 
mobilist  at  time  he  leaves  the  country, 
and  he  is  also  liable  to  detention  at 
night  and  on  Sundays  and  holidays, 
when  officials  prepared  to  receive  or  pay 
cash  are  not  on  duty.  With  a  triptique, 
however,  he  can  pass  readily  on 
any  day.  and  at  any  hour  by  simply  hav¬ 
ing  his  papers  promptly  viseed  or  en¬ 
dorsed.  It  also  avoids  the  necessity  of 
carrying  large  sums  of  money  and  loss 
on  exchange.  A  triptique  consists  of 
three  sheets :  a  Counterfoil,  an  Entry 
Permit,  and  a  Departure,  Permit. 

( a )  Counterfoil. — This  contains  vari¬ 
ous  particulars  by  means  of  which  the 
car  may  be  identified,  and  it  should 
therefore  be  retained  by  the  owner.  It 
must  be  endorsed  by  the  Customs,  both 
when  entering  and  when  leaving  the 
country,  and  should  finally  be  presented 
to  the  club  which  issued  the  triptique, 


where  the  amount  deposited  will  be  re¬ 
funded. 

(b)  Entry  Permit. — On  entering  a 
country,  the  receiving  Customs  officer 
checks  the  description  of  the  car,  fills 
in  the  first  part  of  the  Counterfoil, 
stamps  and  detaches  the  Entry  Permit, 
which  he  keeps. 

(c)  Departure  Permit. — On  leaving 
the  country  the  description  of  the  ear 
is  again  checked,  the  Counterfoil  is 
stamped  and  filled  in.  and  the  departure 
form  is  detached  and  forwarded,  with¬ 
out  delay,  to  the  office  which  recorded 
the  car’s  arrival. 

The  triptique  should  be  endorsed 
every  time  the  frontier  is  crossed. 


Swinging  a  Touring  Car  on  board  at 
Folkestone 

When  the  tourist  finally  leaves  the 
country,  he  must  see  that  the  Departure 
Permit  is  detached  by  the  Customs. 

Triptiques  are  obtainable  on  applica¬ 
tion  by  members  of  the  Royal  Automo¬ 
bile  Club,  the  Automobile  Association, 
the  Motor  Union,  and  are  also  issued  by 
certain  automobile  clubs  on  the  Conti¬ 
nent.  in  which  membership  may  be  ob¬ 
tained.  The  dues  and  fees  are  very 
small.  For  instance,  the  dues  of  the 
Touring  Club  de  France  are  about  $1.20 
U.  S.  money  per  year,  or  $25.00  for  life 
membership.  The  Automobile  Club  of 
America  also  issues  Triptiques. 

To  obtain  a  triptique  the  following 
particulars  must  be  given  : 


404  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Rates  for  Motor-Cars 


(«)  Kind  of  car  (whether  racing  or 
otherwise),  manufacturer’s  number  and 
trade  mark. 

(6)  Make  and  number  of  engine. 

(c)  Style  of  body,  seating  accommoda¬ 
tion,  description  of  interior  fittings,  up¬ 
holstery,  etc. 

(d)  Color  of  car  and  any  special  feat¬ 
ures. 

(e)  Weight  and  value  of  the  car.  A 
photograph  of  the  car  must  be  attached 
to  the  triptique. 

if)  Five  unmounted  photos  of  chauf¬ 
feur,  1%  in.  by  %  in. 

Triptiques  are  valid  in  France,  Ger¬ 
many,  Austria,  Belgium,  Holland.  Swit¬ 
zerland,  Italy,  Spain  and  Luxemburg. 

The  approximate  amount  of  deposit 
required  on  a  4  to  7  passenger  car  in 
different  countries  is  as  follows  : 

France,  $6.50  per  100  lbs.,  available 
for  one  year  :  Germany  and  Luxemburg, 
$2.45  per  100  lbs.,  available  for  one 
year ;  Holland,  5  per  cent  of  declared 
value,  available  for  one  year;  Belgium, 
12  per  cent  of  declared  value,  available 
to  31st  of  December  of  year  of  issue ; 
Italy,  in  full  $120,  available  for  three 
months  from  date  of  importation  ;  Swit¬ 
zerland,  $4.50  per  100  lbs.,  available  for 
six  months  from  date  of  entry. 

TRANSPORT  OF  MOTOR-CARS  BY 
SEA  AND  RAIL 

Bodlogne-Folkestone  Route 

Folkestone-Boulogne  being  the  favorite 
route  for  motorists  coming  from  England,  it 
is  placed  first. 

Cars  are  conveyed  by  the  South  Eastern 
and  Chatham  Railway  Company’s  passenger 
steamers  daily  (Sundays  included).  The 
departures  are  as  follows: 

Folkestone  (dep.) . 11.55  a.m.  4  10  p.m. 

Boulogne  (arr.)  ...  1.45p.m.  5.45p.m. 

Boulogne  (dep.) . 12  (noon)  7.10  p.m. 

Folkestone  (arr.).  .  .  .  1.35  p.m.  8.40  p.m. 


£  s.  d. 

For  cars  of  normal  size  at  Owner’s 
risk .  4  00 

For  cars  of  normal  size  at  Company’s 
risk .  5  50 

Cars  for  shipment  by  the  11.55  a.m.  boat 
from  Folkestone  must  be  on  the  quay  at  10 . 30 
a.m. 

Cars  for  shipment  by  the  4 . 10  p.m.  boat 
from  Folkestone  must  be  on  the  quay  at 
2  P.M. 

Cars  for  shipment  by  the  noon  boat  from 
Boulogne  must  be  at  the  South  Eastern  and 
Chatham  Railway  Company’s  office  (Gare 
Maritime)  not  later  than  10.30  a.m.;  and  by 
5  p.m.  for  shipment  by  the  7. 10  p.m.  .boat. 

In  all  cases  it  is  advisable  to  write  as  long 
beforehand  as  possible  giving  notice  of  inten¬ 
tion  to  ship. 

Cars  landed  at  Boulogne  from  Folkestone 
are  cleared  through  Customs  at  once,  week¬ 
days  and  Sundays  alike. 

Both  at  Folkestone  and  at  Boulogne  cars 
are  run  on  to  special  stages  and  lowered  on  to 
the  boats  by  cranes. 

Heavy  luggage  must  be  removed  from  the 
cars  to  be  registered,  but  hand-bags  and  light 
articles  may  be  left  in  the  car. 

SOUTHAMPTON  TO  HAVRE 
SOUTHAMPTON  TO  CHERBOURG 
SOUTHAMPTON  TO  ST.  MALO 

By  the  London  and  South  Western  Rail¬ 
way  Company’s  steamers: 

£  s.  d. 


For  cars  not  exceeding  1  ton .  2  7  6 

For  cars  not  exceeding  25  cwt .  3  0  0 

For  cars  not  exceeding  30  cwt .  3  10  0 

For  cars  not  exceeding  2  tons .  4  0  0 


Cars  for  shipment  to  Havre  or  Cherbourg 
must  be  alongside  the  boat  (which  sails  at 
midnight)  not  later  than  10  p.m.,  and  those 
for  St.  Malo  (a  tidal  service)  one  hour  before 
advertised  sailing.  At  least  twelve  hours’ 
notice  should  be  given  of  intention  to  ship, 


MILEAGE  TABLES. 


The  following  table  of  kilometers  and  miles  will  be  found  of  some  service  while  traveling 
abroad. 


Km. 

Miles 

Km. 

Miles 

Miles 

Km. 

Miles 

Km. 

1 

0.621 

17 

10 . 558 

1 

1.609 

17 

27.37 

2 

1.242 

18 

11.179 

2 

3.219 

18 

28.08 

3 

1.863 

19 

1 1 . 800 

3 

4.828 

19 

30.59 

4 

2 . 484 

20 

12.421 

4 

6.437 

20 

32.20 

5 

3.105 

30 

18 . 63 

5 

8.047 

30 

48.28 

6 

3.726 

40 

24.84 

6 

9 . 660 

40 

64 . 37 

7 

4.347 

50 

31 .05 

7 

11.27 

50 

80.47 

8 

4.968 

60 

37 . 26 

8 

12.87 

60 

96.56 

9 

5.89 

70 

43.47 

9 

14.48 

70 

112.65 

10 

6.21 

80 

49.68 

10 

16.09 

80 

128.75 

11 

6.S31 

90 

55.89 

11 

17.70 

90 

144.84 

12 

7.453 

100 

62.06 

12 

19.31 

100 

169.93 

13 

8.074 

200 

124.2 

13 

20.02 

200 

321.86 

14 

8.695 

300 

186.3 

14 

22 . 53 

300 

482.79 

15 

9.316 

400 

248.4 

15 

24.15 

400 

643.72 

16 

9.937 

500 

310.5 

16 

25.76 

500 

804.66 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


405 


together  with  the  following  particulars: 

(1)  weight  of  car;  (2)  measurement;  (3) 
whether  or  not  the  car  is  fitted  with  a  fixed 
canopy  or  cab  attachment. 

The  landing  and  shipping  at  Havre  and 
Cherbourg  depend  upon  the  state  of  the  tide. 

Driving  licenses  for  France  can  be  obtained 
at  either  of  the  three  ports. 

Motorists  returning  from  France  are  ad¬ 
vised  to  communicate  with  the  London  and 
South  Western  Railway  Company’s  Agent 
at  the  port  at  which  they  will  embark. 


NEWHAVEN— DIEPPE  ROUTE 


Motor-cars,  when  accompanied  by  the 
owners  or  their  representatives,  can  be 
shipped,  -weather  and  other  circumstances 
permitting,  on  the  passenger  boats  sailing 
between  Newhaven  and  Dieppe.  For  further 
particulars  write  or  telephone  (Westminster 
874)  to  the  Continental  Manager,  London 
Brighton  and  South  Coast  Railway,  Victoria 
Station,  S.W.,  stating  date  of  proposed 
journey,  weight  of  car,  and  whether  it  is 
desired  to  cross  by  the  day  or  night  passen¬ 
ger  boat. 

Rates. — The  rates  for  the  conveyance  of 
accompanied  motor-cars  from  Newhaven  to 
Dieppe  and  vice  versa  are  as  follows: 

Per  Car. 
£  s.  d. 

(1)  Motor-cars  with  wheel-base  /  3  10  0 

less  than  6  ft.  4  in .  {  2  10  0* 

(2)  Motor-cars  with  wheel-base  6/4  50 

ft.  4  in.  to  8  ft.  4  in .  {  3  0  0* 

(3)  Motor-cars  with  wheel-base  8/5  00 

ft.  4  in.  to  10  ft.  4  in .  1  3  10  0* 

(4)  Motor-cars  with  wheel-base  /  5  16  0 

exceeding  10  ft.  4  in .  |  4  0  0* 

*At  Owner’s  risk. 


The  only  additional  charges  are  for  French 
Government  Stamp,  &c.,  as,  follows:  New¬ 
haven  to  Dieppe,  Is.;  Dieppe  to  Newhaven, 
Is.  lid. 

Cars  for  shipment  at  Newhaven  by  the 
passenger  boats  should  reach  the  port  at 
least  one  and  a  half  hours  before  the  time 
fixed  for  the  departure  of  the  boats.  At 
Dieppe,  cars  for  shipment  by  the  day  passen¬ 
ger  boats  should  also  reach  the  port  at  least 
one  and  a  half  hours  prior  to  the  hour  of 
sailing;  if  for  shipment  by  the  night  passen¬ 
ger  boats,  cars  can  be  accepted  up  to  midnight 
if  accompanied  by  a  triptique  or  deposit 
voucher,  but  failing  the  possession  of  either 
of  these  documents,  they  should  reach  Dieppe 


by  5.0  p.m. 


Newhaven  Harbor 

dep . 

Dieppe-Maritime 

(about)  arr . 

Dieppe-Maritime  dep. 
Newhaven  Harbor 
(about)  arr . 


Day  Night  . 

Passenger  Passenger 
Boat  Boat 

11.30  a.m.  10.25  p.m. 


3.  0  p.m.  2.30  a.m. 

1.34  p.m.  1.25  a.m. 

5.  0  p.m.  5.  0a.m. 


Per  Cargo  Steamer 

Motor-cars  are  also  shipped  by  cargo  boats 
which  sail  as  under: 

Newhaven  to  Dieppe  every  week  night. 
There  is  no  cargo  boat  on  Sunday  nights. 

Dieppe  to  Newhaven  on  the  nights  of  Mon¬ 
day,  Tuesday,  Wednesday,  Thursday  and 


Friday,  and  on  the  afternoon  of  Sunday. 
There  are  no  cargo  boats  from  Dieppe  on 
Saturday  or  Sunday  nights. 

Rates. — The  rates  for  the  conveyance  of 
motor-cars  when  not  accompanied  from  New¬ 
haven  to  D'eppe  and  vice  versa,  per  cargo 
boat,  are  as  follows: 

Company's  Risk 

£  s.  d. 

Cars  weighing  up  to  2050  kilos. 

or  40  cwt .  5  0  0  per  car. 

Cars  weighing  above  2050  kilos. 

or  40  cwt .  2  8  2  “  ton. 

Owner's  Risk 

Cars  weighing  up  to  1450 

kilos,  or  28§  cwt .  3  10  0  per  car. 

Cars  weighing  above  1450 

kilos,  or  28J  cwt .  2  8  2  “  ton. 

Additional  charges  for  French  Government 
Stamp,  &c. :  New  haven  to  Dieppe,  3s.  5d. ; 
Dieppe  to  Newhaven,  4s.  5 d. 

Cars  can  be  accepted  at  Newhaven  for 
conveyance  by  cargo  boat  up  to  7.0  p.m.,  and 
at  Dieppe  up  to  5.0  p.m.,  or  up  to  10.0  p.m. 
if  accompanied  by  a  triptique,  or  deposit 
voucher. 


A  Noonday  Meal  in  Brittany 

DOVER— CALAIS  ROUTE 
By  the/ South  Eastern  and  Chatham  Rail¬ 
way  Company’s  night  cargo  boats,  any  night, 
Sundays  excepted. 

£  s.  d. 

For  cars  of  normal  size  at  Owner’s  risk.  4  0  0 
For  cars  of  normal  size  at  Company’s 

risk .  55  0 

The  boats  leave  according  to  tide,  and  cars 
must  be  embarked  before  dusk. 

All  communications  should  be  addressed 
to  the  Marine  Superintendent,  South  Eastern 
and  Chatham  Railway,  Dover,  or  at  Calais 
to  Captain  E.  H.  Bloinefield,  Gare  Maritime. 

Telegrams:  Dixon,  Dover;  and  Blomefield, 
Calais. 

Detailed  Information  Concerning 
Automobiles  Abroad 
Algeria  and  Tunisia. — These  countries 
are  under  French  control,  and  French 
Customs  laws  and  road  regulations  pre¬ 
vail. 

Roads — Algeria. — Roads  are  good,  but 
some  points  of  interest  on  the  Algerian 
desert  can  only  be  visited  after  the 


40G  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


middle  of  March,  owing  to  snow  on  the 
mountain  passes.  The  roads  are  splen¬ 
did  after  April  1st. 

Roads — Tunisia. — Good  roads  are  few, 
but  the  country  is  attractive  and  offers 
many  places  of  interest  to  tourists. 

Supplies. — Gasoline  and  supplies  of 
all  kinds  are  obtainable  at  larger  cities 
only.  For  long  trips  between  distant 
points  extra  supplies  must  be  carried 
with  you  or  shipped  ahead. 

Austria-Hungary. 

Austria-Hungary  Customs. — The  duty, 
usually  exacted  in  Austrian  Cold  Coin, 
must  be  deposited  at  the  Frontier  and 
is  returnable  when  the  car  leaves  the 
country,  provided  the  stay  does  not  ex¬ 
ceed  three  months. 


return  of  the  duty  deposited  upon  en¬ 
tering  (state  amount)  will  be  required. 
This  will  give  the  officials  time  to  ob 
tain  the  money.  If,  however,  they  are 
not  in  possession  of  the  amount  they 
should  be  requested  to  furnish  a  written 
statement  certifying  that'the  car  left  on 
a  certain  date,  and  that  the  Customs 
duty  will  be  forwarded  to  a  given  ad¬ 
dress  later. 

The  above  remarks  do  not  apply  to 
holders  of  triptique  . 

Circulation  Permits,  Driving  Licen¬ 
ses,  Rules  of  the  Road. 

Credentials. — Customs  Officials  issue 
special  permits  and  supply  number 
plares  to  tourists  who  produce  licenses 


THE  AUTOMOBILE 


The  Customs  deposit  amouuts  to  be¬ 
tween  $250  and  $350  on  ordinary  tour¬ 
ing  ears.  The  exact  scale  is  as  follows: 

Up  to  4  quintal  (880  lbs.)  150  Kron¬ 
en — say  $30  per  100  kgs.  (220  lbs.). 

Over  4  quintal  but  not  exceeding  18 
qu. — about  4000  lbs.  ;  120  Kronen  per 

100  kgs. — say  $24.50  per  220  lbs. 

Over  18  quintal  but  not  exceeding  32 
qu. — about  7168  lbs.  :  100  Kronen  per 
100  kgs. — say  $20.50  per  220  lbs. 

When  practicable,  it  is  advisable  to 
write  in  advance  to  the  Chief  of  the 
Customs  at  the  point  of  departure  stat¬ 
ing  that  the  car  will  be  taken  out  of 
the  country  on  a  certain  date,  and  a 


:ady  for  the  hold 


issued  in  their  own  countries.  These 
permits  are  valid  for  three  months.  If 
this  period  is  exceeded  the  car  and  the 
driver  must  be  examined  by  government 
officials. 

If  you  have  no  certificate  of  capacity, 
lose  no  time  in  asking  for  an  examination 
and  a  certificate  as  to  your  competence. 
If  this  is  not  done  within  a  fortnight 
after  your  arrival,  complications  may 
be  expected. 

On  crossing  the  frontier,  and  satisfy¬ 
ing  the  authorities  of  your  automobiling 
capabilities,  you  will  receive  a  letter 
“Z”  in  red  color,  which  will  have  to  be 
carried  conspicuously  on  the  machine. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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SWISS  TRIPTIQUE 


408 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


On  leaving  the  country,  you  will  be  ex¬ 
pected  to  return  the  red  letter  “Z”  and 
any  other  marque  de  reconnaissance 
which  you  have  received. 

Lights. — Sufficient  number  required  to 
give  light  on  approach  of  the  machine. 
Colored  lanterns  are  not  allowed. 

Horn. — Required,  and  must  be  used 
during  fogs. 

Rules  of  the  Road. — The  general  rule 
is  to  keep  to  the  left  and  pass  to  the 
right,  but  this  is  reversed  in  the  provin¬ 
ces  of  Tyrol,  Carinthia.  Istria,  Carniola 
(Kroin)  and  Dalmatia,  where  the  rule 
obtains  to  keep  to  the  left  and  pass  to 
the  right.  Never  pass  vehicles  on 
bridges.  Keep  in  line. 


aces,  or  the  buildings  and  ports  apper¬ 
taining  to  the  palaces. 

Side  Trips— Dalmatia. — Dalmatia  is 
governed  by  the  laws  and  road  regula¬ 
tions  of  Austria.  This  quaint  and  in¬ 
teresting  country  on  the  borders  of  the 
Adriatic  is  now  being  penetrated  by  ad¬ 
venturous  automobilists  with  high  pow¬ 
er  cars.  The  roads  of  the  district  are 
generally  good,  but  the  grades  are  very 
steep,  since  the  country  is  broken  and 
mountainous.  Gasoline  is  difficult  to  ob¬ 
tain,  and  persons  visiting  that  country 
should  arrange  to  carry  an  extra  sup¬ 
ply  to  cover  long  distances  between  prin¬ 
cipal  points. 


THE  AUTOMOBILE  DOES  AWAY  WITH  HOTELS  AT  TIMES 


Speed. — The  speed  limit  is  fixed  at  15 
kilometers  (10  miles)  per  hour  in 
towns,  to  be  reduced  to  6  kilometers  (4 
miles)  per  hour  in  crowded  thorough¬ 
fares  or  during  fog. 

On  country  roads  a  speed  of  45  kilo¬ 
meters  (30  miles)  is  permitted. 

When  an  automobile  causes  fear  to 
animals,  slow  down,  and  if  necessary, 
stop. 

Roads. — The  roads,  with  the  excep¬ 
tion  of  some  of  the  main  routes,  are 
poor  and  the  existence  of  open  gutters 
across  the  roads  presents  special  dan¬ 
ger  to  motorists.  These  gutters  are 
more  numerous  in  the  mountain  dis¬ 
tricts,  and  they  are  sometimes  18  inches 
to  2  feet  deep. 

In  Vienna,  automobiles  are  not  al¬ 
lowed  at  any  time  near  the  Imperial  pal- 


BELGIUM. 

Customs. 

Duty  is  12  per  cent  ad  valorem,  re¬ 
funded  in  full,  within  six  months,  at 
whatever  Customs  frontier  or  port  the 
car  leaves  the  country. 

Motorists  are  advised  to  give  a  true 
description  of  their  car,  as  the  Belgium 
Customs  have  the  right  to  purchase  the 
vehicle  at  its  declared  value. 

Taxes  on  automobiles  vary  according 
to  the  province  as  follows  : 

Brabant. — 20  francs  per  annum  for 
400  kilos  and  under,  50  francs  over  that 
weight. 

Flandre  Orientate. — 15  francs  per  an¬ 
num  and  per  wheel,  reduced  one-lialf 
after  July  1. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


409 


Hainaut. — No  tax  imposed  for  visi¬ 
tors  of  30  days  only.  Otherwise  50 
francs  per  annum  (three  seats),  and  80 
francs  for  more  than  three  seats. 

Liege. — Three  months  is  deemed  resi¬ 
dence,  which  implies  a  tax  of  75  francs 
for  four  seats  and  over,  and  60  francs 
for  less.  After  the  first  three  months 
of  the  year,  taxes  are  reduced  one-lialf. 

Limbourg. — Three  months  constitutes 
residence,  and  the  tax  is  20  francs  per 
automobile  per  annum. 

Namur. — 50  francs  per  annum  after 
thirty  days’  sojourn. 

Circulating  Permits,  Driving  Licen¬ 
ses,  and  Rules  of  the  Road. 

Credentials. — No  driving  license  is  re¬ 
quired,  but  it  is  advisable  to  carry  the 
driving  license  issued  in  the  United 
States. 

Driver. — Must  be  over  sixteen  years 

of  age. 

Lights. — One  front  and  one  rear  light. 
Headlights  are  forbidden  in  towns  and 
villages. 


PREPARING  FOR  A  SPREAD 


Horn. — Horn  or  large  bell  to  be  heard 
at  least  at  50  meters,  must  be  carried. 
Sirens  and  whistles  are  only  allowed  in 
the  open  country.  During  time  of  ice 
and  snow,  bells  or  other  constant  warn¬ 
ing  must  announce  approach. 

Metal  Plates.— One  plate  bearing  se¬ 
rial  license  number  must  be  fixed  in 
front  of  the  car,  and  the  number  also 
painted  at  the  rear,  the  latter  to  be 
lighted  at  night  by  convergent  lights. 
These  plates  are  obtainable  at  cost  from 
the  Belgian  authorities. 

Rules  of  the  Road. — Keep  to  the 
right,  pass  on  the  left. 

Speed. — In  country  districts  30  kilo¬ 
meters  (20  miles).  In  towns,  10  kilo¬ 
meters  (6V2  miles).  Special  regulations 
are  in  force  in  certain  towns.  In 
crowds  the  speed  of  a  man  walking  is 
enjoined,  and  vehicles  must  go  in  sin¬ 
gle  file. 

Roads. — Are  generally  good  and  sign¬ 
posts  numerous. 

Touring  Club  of  Belgium. — At  Brus¬ 
sels:  Automobile  Club  de  '  Belgique,  Ho¬ 
tel  du  Globe,  Place  Royale,  Brussels. 


At  Antwerp:  Automobile  Club  Anver- 
sois,  40  Grand  Place. 

Side  Trips. — Connection  with  the 
British  Isles  can  be  made  by  steamer 
from  Ostend  to  Dover ;  from  Bruges 
(Zeebrugge)  to  Hull;  from  Antwerp  to 
Harwich,  Grimsby,  Manchester.  New- 
castle-on-Tyne,  Southampton,  Liverpool, 
Glasgow,  Dublin  or  Belfast. 


BRITISH  ISLES. 
Customs. 


No  duty  deposit  is  required. 

Taxes  for  registration  are  as  follows  : 

Registration  of  car 
Driver  . 

. £1.0.0 

.  5.U 

Owner  . 

.  5.0 

Inland  revenue  tax 

2240  lbs . 

Inland  revenue  tax 
4480  lbs . 

on  cars  over 

.  4.4.0 

on  ears  over 
.  5.5.0 

Tax  for  employing 
feur)  servant  ... 

male  (ehauf- 
.  15.0 

Total  £6.9.0=$31.60 
or  £7.10.0=<f36.75 


Circulation  Permits,  Driving  Licen¬ 
ses  and  Rules  of  the  Road. 

Credentials.- — It  is  advisable  to  have 
with  you  your  driver's  license  issued  in 
the  United  States.  Automobiles  must  be 
registered  with  the  council  of  a  county 
or  county  borough,  and  a  license  to 
drive  is  required.  Application  blanks 
for  driver's  license  and  registration  of 
car  may  be  obtained  before  leaving  the 
United  States,  and  may  be  sent  on  ahead 
so  that  licenses  will  be  ready  on  arrival 
in  Great  Britain. 

Driver. — Must  be  over  seventeen  years 
of  age. 

Lights. — A  white  light  in  front  and 
red  light  in  the  rear  are  required  ;  the 
former  must  be  placed  to  the  extreme 
right  of  the  machine  so  as  to  be  free 
from  all  obstruction  to  the  light. 

Horn. — Loud  sounding  signal  horn  or 
bell. 

Number  Plates. — Two,  one  in  front 
and  one  in  rear.  The  weight  of  ma¬ 
chine  must  be  indicated  conspicuously  if 
in  excess  of  fifteen  hundredweight. 

Brakes. — Two  brakes  are  required, 
acting  independently  and  in  good  work¬ 
ing  order,  and  of  such  efficiency  that  the 
application  of  either  to  the  automobile 
shall  cause  two  of  its  wheels  on  the 
same  axle  to  be  so  held  that  the  wheels 
shall  be  effectually  prevented  from  re¬ 
volving,  or  shall  have  the  same  effect 
in  stopping  the  automobile  as  if  such 
wheels  were  so  held. 

Rules  of  the  Road. — Keep  to  the  left, 
pass  on  right. 

The  driver  must  stop  when  requested 
by  competent  authority,  by  signal  (such 
as  holding  up  the  hand)  or  otherwise. 
No  neglectful  or  wilful  obstruction  of 
the  road  is  allowed. 

Speed.— Limited  to  20  miles  an  hour 
as  a  maximum,  but  vehicles  weighing 
over  two  tons  ought  not  to  approach 
that  speed. 


410 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


TRANSPORT  OF  MOTOR-CARS  BY  RAIL  IN  FRANCE 

Cars  are  classified  according  to  empatement  or  the  distance  between  the  axle  of  the  front 
wheels  and  that  of  the  rear  wheels.  They  are  divided  into  six  categories,  of  which  the  follow¬ 
ing  three  relate  to  ordinary  touring-cars:  (A)  Ordinary  passenger-cars  with  four  wheels  and 
exceeding  2m.  60  between  axles.  (B)  Ordinary  passenger-cars  measuring  between  axles  from 
2m  to  2m.  60.  (C)  Ordinary  passenger-cars  measuring  between  axles  less  than  2m.  The  old 
and  more  expensive  tariff  being  still  in  existence,  motorists  should  always  stipulate  for  the 
new  one,  and  the  cheapest  route.  This  tariff  is  known  as  the  Tarif  Special  Commun,  G.V.  No. 
128  and  P.  V.  No.  128.  The  following  are  the  rates: 


By  Fast  Train  (Grande  Vitesse) 
Tarif  Special  Commun  G.V. — 128.) 


Distances. 

A. 

B. 

C. 

Kil. 

Francs. 

Francs. 

Francs. 

100 

50 

45 

40 

200 

97 

87 

77 

300 

141 

126 

111 

400 

181 

161 

141 

500 

217 

192 

167 

600 

249 

218 

187 

700 

277 

242 

207 

800 

301 

262 

223 

900 

321 

278 

235 

1000 

337 

290 

245 

1100 

349 

300 

253 

1200 

359 

308 

259 

1300 

367 

314 

265 

1400 

375 

320 

271 

1500 

383 

326 

277 

By  Goods  Train  (Petite  Vitesse) 
(Tarif  Special  Commun  P.V. — 128.) 


Distances. 

A. 

B. 

C. 

Kil. 

Francs. 

Francs. 

Francs. 

100 

30 

28 

25 

200 

56 

32 

48 

300 

81 

75 

69 

400 

104 

96 

87 

500 

125 

115 

102 

600 

144 

132 

112 

700 

161 

147 

122 

800 

176 

160 

132 

900 

189 

171 

141 

1000 

200 

180 

148 

1100 

210 

188 

154 

1200 

215 

192 

157 

1300 

220 

196 

160 

1400 

225 

200 

163 

1500 

230 

204 

166 

SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


411 


In  certain  districts  where  conspicuous 
notices  are  exhibited,  the  speed  must  be 
limited  to  10  miles  an  hour  or  as  indi¬ 
cated  on  the  notices. 

Roads. — Are  generally  good,  and  sign 
posts  are  numerous.  A  few  roads  are 
closed  to  automobiles.  This  is  frequent¬ 
ly  the  case  in  Scotland. 

Automobile  Association. — Automobil- 
ists  will  find  it  an  advantage  to  join 
the  Automobile  Association,  whose  head¬ 
quarters  are  in  Coventry  Street,  Lon¬ 
don,  W.  This  association  has  road  agents 
on  the  chief  routes  in  Great  Britain 
who  can  render  valuable  assistance  to 
members. 


Motor  Car  Sign  Posts. 

Under  Section  10  of  the  Motor  Car 
Act,  1903,  County  and  Borough  Coun¬ 
cils  are  authorized  to  erect  and  main¬ 
tain  the  following  sign  posts  denoting 
special  speed  limits,  dangerous  corners, 
cross  roads,  and  precipitous  places  : 

I.  — For  10  miles  or  lower  limit  of 
speed,  a  white  ring.  18  inches  in  dia¬ 
meter,  with  plate  below,  giving  the  limit 
in  figures. 

II.  — For  prohibition,  a  solid  red  disc, 
18  inches  in  diameter. 

III.  — For  caution  (dangerous  corners, 
cross  roads,  or  precipitous  places),  a 


No.  5.9  4.7,4. 

COUHTY  OF  LONDON. 


Licence  to  drive  a  MOTOR 
cmr  MOTOR  CYCLE. 


is  hereby  licensed  to  drive  a  Motor  Car 
or  Motor  Cycle  for  a  periocy^twelve 

months  from  the . . day  of. 

May . . . 190.9,  until  the 

...**? . 191.0, 

inclusive.  ^ 

Qfmy  Authorised  lujficer. 


-?r.«^....3ay  of  ■ 


Count y  Hall, 

Spring  Gardens, 
S.IV. 


S.O.  81-10,000  28.4.00. 


STjts  Htcente  ta  fjcteBg  renctocti  so  as 
to  be  iu  force  for  a  period  of  twelve 

months  from  the . . day  of 

. . . . ,  until  the 

. , day  of V . 191  ...... 

inclusive. 

Duly  Authorised  Officer. 

<2Tf)ta  Eunice  ts  Ijerdia  unchieb  sorb 
to  be  in  force  for  a  period  of  twelv.e 

months  from  the:..... . day  of 

. .........191..—  ,  until  the 

. ....day  of..., . 191 . . 

inclusive. 


Dyly  Authorised  Offiicer. 


MOTOR  LICENSE  FOR  GREAT  BRITAIN 


Motor  Union. — 1  Albemarle  Street, 
London.  Rees  Jeffreys,  Secretary. 

Membership  in  either  of  the  before- 
mentioned  organizations,  at  one-half  the 
regular  subscription,  can  be  arranged 
through  the  American  Automobile  As¬ 
sociation,  New  York  or  American  Ex¬ 
press  Company,  London. 

Ride  Trips. — Connection  with  Ireland 
can  be  made  by  steamer  from  Holy- 
head  and  Liverpool  to  Dublin  ;  to  the 
Isle  of  Man  from  Liverpool  :  to  France 
via  Dover-Calais,  Folkestone-Boulogne, 
Newhaven-Dieppe  or  Southampton-Ha- 
vre.  There  are  also  regular  steamers  to 
Holland,  Belgium,  Denmark,  Germany 
and  Norway. 


hollow  red  equilateral  triangle,  with 
18-inch  sides. 

IV. — All  other  notices  under  the  act 
to  be  on  diamond-shaped  boards. 

All  such  notices  should  be  placed  on 
the  near  side  of  the  road  facing  the  ap¬ 
proaching  driver.  See  cuts  page  414. 


Roads. 

The  roads  in  Northern  and  Central 
Europe  are  kept  in  splendid  repair  by  a 
large  force  of  caretakers.  The  Touring 
Club  of  France  has  a  fund  for  the  bene¬ 
fit  of  disabled  road  makers,  and  it  is  a 
graceful  act  to  make  a  contribution  to 
this  fund. 


412 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


ROYAL  automobile  club, 

touring  department. 


Cara  should  be  taken  to  supply  full  and  accurate  information  in  every  particular,  otherwise  delay, 
will  be  caused  for  which  the  Council  will  not  be  responsible.  The  footnotes  should  be  studied 
before  filling  up  the  form. 

Form  1. 


£  This  form  token  filled  up  should  be  addressed  to 
t Spring  Gardens ,  S.  IP!”] 


The  Clerk  of  the  London  County  Council,  County  Hall, 
Registered  No. 


- -  Hoifton  Counts  Council. 

NhyTillp  No. - - — 

sec«]pt  no.  MOTOR  CAR  ACTS. 


Particulars  to  be  given  by  Applicant  for 

REGISTRATION  OF  A  MOTOR  CAR 


( Not  being  a  Motor  Cycle). 


The  statutory  fee  of  20s.  must  be  forwarded  with  the  application.  The  fee  should  be  paid  by  means  of 
cheque  or  postal  order,  made  payable  to  the  London  County  Council,  and  crossed — “  London  and  Westminster 
Bank  to  account  of  London  County  Council.” 


1.  Full  name  of  owner  ... 

2.  Postal  address  of  usual  residence  of 
owner* * 

3.  Description  or  type  of  cart  ... 

4.  Type  and  colour  of  body  of  carj 

5.  Weight  unladen§ 

Tone. 

cwts. 

qre. 

lbs. 

6.  Whether  intended  for — 

(а)  Private  use.  or 

(б)  Use  for  trade  purposes,  or 
tc)  Use  as  a  public  conveyance 

7.  Particulars  as  to  the  positions  on  the 
back  and  on  the  front  of  the  car  in 
which  it  is  proposed  to  place  the 
plates  forming  the  identification 
mark||  ...  . 

% 


Signature  of  Owner  or  person  ) 
applying  on  his  behalf  ) 
Address - 

Date  of  Application 


*  li  the  car  is  not  intended  to  be  kept  at  this  address,  please  state  also,  if  possible,  where  the  car  is  proposed  to  be  kept. 

t  i.g.,  a  12-h.p.  car,  or  a  steam  lorry,  or  electric  brougham,  with  the  addition,  in  each  case,  of  the  name  of  the  maker,  or 
name  by  which  the  type  is  ordinarily  known. 

J  e.j..  Tonneau  body  painted  yellow,  or  dog  cart  body  painted  black,  picked  out  with  red,  or  Tan  body  painted  blue  with  the 
name  of  the  firm  upon  it. 

$  Care  should  be  taken  to  give  the  e»act  weight,  and  in  calculating  this  the  weight  of  _  any  water,  fuel,  or  accumulators  used 
for  the  purpose  of  propulsion  shall  not  be  included. 

0  lustead  of  platee,  designs,  painted  or  otherwise,  shown  upon  the  motor  oar  me y  be  used  if  so  desired. 

20038—10000—23.4.09] 


[3.S./8860 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


413 


ROYAL  AUTOMOBILE  CLUB. 

TOURING  DEPARTMENT. 

NOTE  — This  form  must  only  be  used  by  persons  who  reside  in  the  County  of 
London  or  have  no  residence  in  the  United  Kingdom. 


Care  should  be  taken  to  supply  full  and  accurate  Information  Kn  every  particular,  othe 
delay  will  be  caused  for  which  the  Council  will  not  be  responsible. 


Form  8d. 

Hoirtron  Countg  Council. 

MOTOR  CAR  ACTS. 


Licence  No. 


APPLICATION  FOR  A  LICENCE  TO  DRIVE. 


The  statutory  fee  of  5s  must  be  paid  by  the  applicant  and  this  form  must  be 
signed  by  him.  The  fee  can  be  paid  by  means  of  cheque  or  postal  order,  made  payable  to  the  London 
County  Council,  and  crossed — “  London  and  Westminster  Bank  to>  account  of  London  County  Council.” 


1.  Full  names  of  applicant  ... 

• 

2.  Postal  address  of  residence  of  appli¬ 
cant. ..  ...  ... 

3.  Is  the  application 

(a)  for  a  licence  to  drive  motor  cars 

and  motor  cycles,  or 

( b )  for  a  licence  limited  to  driving 

motor  cycles  ? 

4.  Is  the  applicant 

(a)  less  than  seventeen  years  of  age, 
or 

(i b )  in  the  case  of  an  application 
limited  to  driving  motor  cycles, 
less  than  fourteen  years  of  age  ? 

5.  Is  the  applioant  the  holder  of  a  licence, 
or  has  he  at  any  time  previously 
been  the  holder  of  a  licence  ? 

6.  Particulars  of  any  licence  which  the 
applicant  holds,  or  which  he  has 
previously  held 

County  or  County  Borough 

Number  of  Licence  ... 

Date  of  Expiry 

7.  Particulars  of  any  endorsement  on 
any  licence  which  the  applicant 
holds,  or  which  he  has  previously 
held.  (See  Sec.  5  on  back  hereof.) 

8.  Has  the  applicant  at  any  time 
been  disqualified  for  obtaining  a 
licence  ?  If  so,  particulars  as  to  the 
Court  by  whom,  the  date  on  which, 
and  the  period  for  which  thedisquali- 
fication  was  imposed.  (See  over.) 

I  declare  that  the  above  particulars  are  true  in  every  respect,  and  I  apply  for  a  licence  to  be  granted  to  me. 


Signature  of  Applicant . 


Dale  of  Application  _ 


NOTE- An  application  for  the  gTant  or  renewal  of  a  licence  may  be  received  and  dealt  with  at  any  time 
within  one  month  before  the  date  on  which  the  grant  or  renewal  of  the  licence  is  to  take  effect. 


S.S./7818  P.T.O. 


19495—10000—22.2,09 


414 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


A.  A.  Village  Signs. 

The  Automobile  Association  is  plac¬ 
ing  signs  on  all  the  most  frequented 
routes,  giving  names  of  villages,  etc., 
and  the  distances  to  the  nearest  hamlets 
in  both  directions.  Lamps  are  also  be¬ 
ing  erected,  which  are  illuminated  at 
night  and  give  similar  information  to 
motorists. 


Sign  Posts  Village  Signs 


DENMARK. 

.  Tourists'  cars  admitted  free  on  decla¬ 
ration  of  visit  being  temporary.  The 
authorities  demand  engine  number, 
horsepower  and  weight  of  car,  and  num¬ 
ber  of  British  driving  license.  British 
licenses  must  be  produced  for  stamping. 
Speed  limit  :  15  kilometers  in  towns, 

and  30  kilometers  in  the  country.  Roads 
good,  but  upon  many  of  the  minor  roads 
motoring  is  not  allowed  ;  supplies  plen¬ 
tiful.  Motoring  not  allowed  before  sun¬ 
rise  or  after  sunset. 

EGYPT. 

Circulating  Permits,  Drivers'  Licen¬ 
ses  and  Rules  of  the  Road. 

Credentials. — Automobiles  must  be 
registered  at  the  office  of  the  governor 
or  at  the  Moudirieh ,  before  being  driven 
in  the  streets.  The  license  once  acquired 
is  valid  for  the  whole  of  Egypt. 

Hired  machines  are  not  exempt  from 
severe  restrictions  as  to  license  to  drive. 
Application  must  be  made  to  the  gover¬ 
nor  or  to  the  Moudir,  who  will  deliver 


the  certificate,  provided  the  applicant 
can  prove,  in  a  practical  and  technical 
manner,  his  ability  to  drive  an  automo¬ 
bile. 

Lights. — One  in  front,  and  one  in  the 
rear  to  show  number  at  night. 

Horn. — Required. 

Plates. — A  number  is  given  to  each 
holder  of  a  license,  and  this  is  indica¬ 
ted  on  a  plaque  in  front  of  the  auto¬ 
mobile  and  one  in  the  rear. 

Rules  of  the  Road. — Keep  to  the 
right.  Drive  with  great  care.  In  crowds 
or  narrow  thoroughfares,  not  greater 
than  that  of  a  man  walking.  In  towns 
a  maximum  speed  of  15  kilometers  an 
hour  is  prescribed. 

FRANCE. 

Customs. 

On  landing  at  a  French  port,  apply  at 
once  for  one  of  the  authorized  agents 
to  fulfil  the  necessary  Customs  formali¬ 
ties. 

Motorists  are  warned  against  touts 
who  are  to  be  found  at  all  the  ports. 


An  Auto  Dejeuner 


Motor-cars  entering  France  are  sub¬ 
ject  to  the  following'  duty  :  any  car  of 
European  origin  :  50  francs  per  100 

kilos.  America  not  coming  under  the 
“most  favored  nations’’  clause,  Ameri¬ 
can  cars  pay  a  slightly  higher  rate,  as 
follows  :  63  frs.  60  per  100  kilos.  This 
duty  is  refunded  in  full  upon  surrender 
of  the  certificate  of  deposit,  at  what¬ 
ever  port  or  frontier  Customs  the  car 
leaves  the  country,  but  it  must  be  with¬ 
in  a  year  from  date  of  entry. 

Motor-cars  of  French  manufacture 
pay  no  duty  on  entering  France  provi¬ 
ded  a  passneant  is  produced.  This  doc¬ 
ument  is  obtainable  from  the  Customs 
officials  at  the  place  at  which  the  car 
is  first  taken  out  of  France,  and  is  valid 
for  one  year.  It  cannot  be  obtained  af¬ 
ter  the  car  has  once  left  the  country. 
A  passavant  can  be  renewed  provided  an 
application  is  made  before  the  date  of 
expiry,  but  only  at  the  frontier  Customs 
at  which  it  was  originally  issued. 

As  regards  cars  of  foreign  make,  a 
passavant  can  also  he  obtained  provided 
the  owner  of  the  car  is  able  to  prove 
that  he  has  a  private  residence  in 
France. 

Tourists  bringing  cars  into  France 
are  only  allowed  to  carry  two  spare 
tires  (with  inner  tubes),  or  two  com- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


415 


plete-tired  wheels,  free  of  duty.  On  all 
tires  or  wheels  in  excess  of  this  num¬ 
ber  the  full  duty  is  chargeable,  viz.,  70 
francs  per  100  kilogrammes,  equivalent 
to  3  pence  per  lb.,  and  will  not  be  re¬ 
funded.  The  number  of  spare  tires  and 
wheels  should  be  specified  on  all  Cus¬ 
toms  triptychs. 

Circulation  Permits  and  Driving  Li¬ 
censes  in  France. 

Motorists  intending  to  tour  in  France 
should  provide  themselves  yith  (1)  a 
circulation  permit  for  their  car  and  (2) 
a  driving  license  both  for  themselves  (if 
they  intend  driving  personally)  and  for 
their  chauffeur.  These  documents  are 
obtainable  at  any  Prefecture. 

Applicants  for  driving  licenses  will  be 
required  to  furnish  the  following  partic¬ 
ulars  : 

(1)  Name  (Surname  and  Christian 

name). 

(2)  Place  of  birth. 

(3)  Date  of  birth. 

(4)  Present  address. 

(5)  Unmounted  photograph  (size 

about  IV2  by  2  inches)  taken 
full-face,  which  will  be 
gummed  on  license  when  is¬ 
sued. 

USEFUL  TIPS 

(1)  To  avoid  heavy  octroi  duties,  do  not 
take  more  petrol  into  Paris  than  is  necessary. 
Refill  outside  the  barriers.  Octroi  duties  on 
petrol  are  rarely  levied  in  other  towns. 

(2)  When  entering  France  it  is  always 
advisable  to  declare  any  dutiable  goods.  As 
a  rule,  a  broken  box  of  50  cigars  or  100  cigar¬ 
ettes  is  admitted  free.  Matches  are  strictly 
prohibited. 

(3)  When  in  difficulties  in  a  village  through 
a  breakdown  or  other  cause,  ask  to  be  taken 
to  Monsieur  le  Maire  or  Monsieur  le  Cur'; 
the  latter  will  generally  be  found  the  more 
intelligent. 

(4)  When  on  the  road,  always  keep  a  sharp 

lookout  for  canivaux,  or  open  gutters.  0)n  the 
main  roads  they  are  very  clearly  indicated 
by  warning  posts  as  follows.  | - 1  _ 

(5)  Do  not  time  yourself  to  arrive  at  a 
frontier  Customs  station,  or  at  any  other 
place  where  you  have  official  business  to 
transact,  between  noon  and  2  p.m.  These 
being  the  generally  recognised  official  dinner 
hours,  you  will  rarely  find  any  one  to  attend 
to  you. 

Sirens  illegal  in  France. — Article  15  of  the 
law  of  March  10,  1899,  regulating  the  circu¬ 
lation  of  motor-cars,  lays  it  down  that  the 
approach  of  a  motor-car  must  be  signalled, 
in  case  of  need,  by  means  of  a  horn.  This  law 
is  rigorously  enforced  in  Paris  and  some  of 
the  environs,  but  sirens  are  tolerated  in  most 
of  the  other  parts  of  France. 

Crossing  the  Frontier. — A  motorist  must 
have  his  papers  stamped  on  leaving  a  country, 
and  he  must  obtain  the  papers  of  the  new 
country  which  he  enters.  Should  he  fail  to 
do  this,  the  motorist  in  the  first  place  forfeits 
the  refund  of  his  deposit,  and  secondly,  risks 
penalities  by  contravening  the  law. 

Running  past  a  Customs  House. — On  the 
main  thoroughfares  the  Customs  Houses  are 


generally  easily  found,  but  on  less-frequented 
roads  it  is  equally  easy  to  unwittingly  run 
past  the  inconspicuous  building.  For  the 
reasons  stated  in  the  preceding  paragraph, 
motorists  are  therefore  warned,  when  ap¬ 
proaching  a  frontier,  to  ascertain  the  nearest 
Customs  House. 

New  Proposal. — M  Chastene  has  induced 
the  French  Chamber  of  Deputies  to  pass  a 
law  to  punish  the  offence  of  flight  on  the  part 
of  the  driver  of  a  motor-car  or  other  vehicle 
that  has  caused  an  accident.  It  runs;  “The 
driver  of  any  vehicle,  who,  knowing  that  it 
has  just  caused  or  occasioned  an  accident, 
has  not  stopped  or  has  attempted  to  escape 
from  the  responsibilities,  penal  or  civil,  which 
he  may  have  incurred,  shall  be  punished  with 
six  days  to  two  months’  imprisonment  and  a 
fine  of  16f  to  200f.,  and  this  without  preju¬ 
dice  to  any  other  penalties  that  he  may  have 
incurred  through  the  accident.  In  the  case 
of  Articles  319  and  320  of  the  Penal  Code 
having  been  infringed,  the  penalties  that  may 
be  inflicted  under  these  articles  shall  be 
doubled.” 

Before  a  circulation  permit  for  the 
car  can  be  obtained  the  latter  must  be 
examined  by  a  government  official  from 
the  Bureau  des  Mines,  and  an  appoint¬ 
ment  fixing  the  date  and  hour  at  which 
the  examination  is  to  take  place  should 
be  made  several  days  before  arriving  in 
France.  The  letter  making  the  appoint¬ 
ment  must  be  written  in  French  on  of¬ 
ficial  stamped  paper,  papier  timbre  (60 
centimes)  and  addressed  to  the  Prefect 
at  the  nearest  Prefecture  to  the  port 
of  entry. 

Nearest  Prefecture. 
Arras 

Rouen 

St.  Lo 
Bordeaux 

Upon  arrival  of  the  car,  and  after 
completion  of  the  usual  Customs  formal¬ 
ities,  it  can  be  driven  direct  to  the 
Prefecture  at  which  the  appointment  is 
made,  when  the  examination  of  the  car 
will  at  once  take  place  and  the  circula¬ 
tion  permit  be  issued.  rJ'he  French  reg¬ 
istered  number  which  the  car  will  then 
have  to  carry  will  be  found  in  the  bot¬ 
tom  left-hand  corner  of  the  certificate. 
The  ordinary  oblong  plate  carried  by 
British  cars  may  be  reversed  and  the 
new  French  numbers  painted  on  the 
blank  side. 

Address  Plate. — A  plate  bearing  the 
name  and  address  of  the  owner  must 
be  fixed  in  a  conspicuous  position  in  the 
front  part  of  the  car.  In  the  absence 
of  such  a  plate  the  owner  will  be  liable 
to  a  fine. 

Number  Plates. — An  important  Order 
of  the  Minister  of  Public  Works  came 
into  force  in  France  on  January  1, 
1910.  The  first  article  adds  the  follow¬ 
ing  paragraph  to  the  order  dated  Sep¬ 
tember  11,  1901  :  “Each  number-plate 
must  consist  of  a  flat  surface  forming 
an  integral  part  of  the  chassis  or  body, 
and  on  this  surface  the  number  must 


Lauding  Place.  . 
Boulogne) 

Calais  f 
I  >ieppe  \ 

Havre  j 
Cherbourg 
Bordeaux 


416 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


be  painted.  Alternatively,  the  number 
may  be  painted  on  a  rigid  metal  plate, 
invariably  riveted  either  to  the  chassis 
or  the  body.”  The  numbers  must  be 
not  less  than  8  centimeters  (3.937  in¬ 
ches)  high.  Another  article  of  the  same 
order  is  modified  as  follows :  "After 
nightfall,  and  during  the  night,  the  car 
must  carry  at  the  back,  in  the  position 
laid  down  in  Article  3,  a  reflecting 
lamp,  in  perfect  working  order,  light¬ 
ing,  as  a  transparency,  an  opaque  glass, 
covered  with  a  plate  in  which  the  num¬ 
bers  have  been  cut  out,  in  such  a  man¬ 
ner  that  the  numbers  shall  show  in  lum¬ 
inous  characters  on  a  dark  back- 


TOURING-CLUB  DE  FRANCE  . 

Sibgb  social  :  65,  Avenue  de  la  Grande-Armee,  PARIS  c  ' 


Je  demands  won  admission  eu  TOURING  CLUB  DE 
FRANCE. 

Ci- joint  :  5  francs ,  mootant  de  la  cotisation  de  I'annee 
courante,  plus  2  fr.  pour  recevoir  T AN NU AIRE  franco. 
[Le  rachat  de  la  cotisation  est  admis  moyennnnt  le  vef- 
sement  d’une  somme  de  Cent  francs;  il  confers  la  qua¬ 
lity  de  Mbmbrb  a  vih.)  (•) 

La  cotisation  des  candidate  habitant  les  Colonies  ou 
lTStranger  est  Sxee  a  six  trancs.  (Voir  :  Statuts,  art.  ).) 

Signature  : 


a.  e 


g  E  Norn  . 

®  «* 

L  Prenoms 
w  = 

:  2*  Profession 


(Soit  l'actuellc,  soit  Fancienne.) 
Nationality  . . . . . . . . . . 


6  a 

T3 
«  a 


Decorations  et  distinctions  honorihques 


^  t  Rue  at  numero 

I  \  Ville  ( 

/  et 

^  \  Departement  ( 

Nome  et  Adressest 
des  Par  rains  ou  \ 
References  ( 


3  ^3 


{•)  UAnnuaire  pourl' Stranger ,  en  deux  volumes,  prix  :  g  « 
j  fr.  (chaque  volume  separ^ment  :  I  fr.  50.  —  Le  volume 
Excursions  et  Voyages,  prix  :  1  fr.  50  —  Porte-carte 
d’identiti  marqu^au  monogramme  du  Tou ling-Club..  a  fr.  so  l .. 
(franco  :  a  fr.  75). 

APPLICATION  BLANK 


ground  :  the  numbers  being  of  the  size, 
etc.,  laid  down  in  Article  2.  Alterna¬ 
tively,  the  plate,  as  laid  down  in  Ar¬ 
ticle  2,  may  be  illuminated  by  a  reflect¬ 
ing  lamp,  in  perfect  working  order,  if  it 
satisfies  the  following  conditions:  (1) 
The  light  center  to  be  at  the  same 
height  as  the  plate,  and  at  the  intersec¬ 
tion  of  two  vertical  planes,  one  parallel 
to  the  axis  of  the  vehicle  and  situated 
15  centimeters  to  the  left  of  the  left  end 
of  the  numbers,  the  other  perpendicular 
and  at  least  15  centimeters  distant  from 
the  face  of  the  numbers.  (2)  The  posi¬ 
tion  of  the  reflector,  and  the  direction 
of  the  rays  of  light,  must  be  such  that 
the  lighting  of  the  whole  number-plate 
shall  be  practically  the  same,  the  outer 
numbers  being  as  well  lighted  as  the 
others.  Whichever  of  these  two  meth¬ 
ods  of  lighting  be  employed,  the  lighting 


of  the  letters  and  numbers  must  be  such 
that  the  rear  number  can  be  read  dur¬ 
ing  the  night  at  the  same  distance  as 
in  broad  daylight.  The  above  arrange¬ 
ments  must  not  hinder  in  any  way  the 
visibility  during  the  day  of  the  rear 
plaje  prescribed  in  Article  2,  this  plate 
remaining  distinct  from  the  transparent 
lantern  number  referred  to  in  the  first 
part  of  this  article.  The  preceding  ar¬ 
rangements  will  be  obligatory  from  Jan¬ 
uary  1,  1909.” 

For  the  convenience  of  motorists  land¬ 
ing  at  Boulogne  special  arrangements 
have  been  made  whereby  Circulation 
Permit  and  driving  licenses  may  be  ob¬ 
tained  there  on  certain  days  without  the 
necessity  of  going  to  the  Prefecture  at 
Arras.  These  days  are  : 

In  Winter:  Mondays. 

In  Summer :  Mondays  and  Fridays. 

Motorists  wishing  to  avail  themselves 
of  this  advantage  should  write  direct, 
several  days  in  advance,  to  the  South 
Eastern  and  Chatham  Railway’s  repre¬ 
sentative,  Boulogne-sur-Mer.  As  the  ex¬ 
amining  official  does  not  arrive  at  Bou¬ 
logne  until  3  p.  m.,  those  motorists 
wishing  to  obtain  their  Circulation  Per¬ 
mit  and  Driving  License,  and  to  leave 
the  same  day,  must  arrive  by  the  11.55 
a.  m.  boat  from  Folkestone. 

The  French  driving  license  is  for  life, 
not  for  a  year  only  as  in  the  case  of  the 
English  one.  The  fee  for  a  French  li¬ 
cense  is  £1. 

At  Havre  provisional  licenses  can  be 
obtained.  These  must,  of  course,  be  re¬ 
placed  later  by  the  ordinary  permanent 
document.  Representatives  of  the  ex¬ 
press  company  undertake  all  arrange¬ 
ments  for  motorists  landing  at  the  lat¬ 
ter  port. 

Brakes.- — Two  independent  brakes 
must  be  provided,  and  each  must  act 
automatically.  One  system,  at  least, 
must  act  directly  on  the  wheels. 

Horns. — One  required.  The  use  of 
sirens  is  prohibited  in  large  cities. 

Lights. — Lighted  acetylene  lamps  are 
forbidden  in  cities  and  towns.  Two 
front  lamps  are  required,  green  on  the 
left,  white  on  the  right. 

Leaving  France  Temporarily. — Tour¬ 
ists  who  desire  to  leave  France  tempo¬ 
rarily  may  secure  a  passarant,  which 
will  allow*  them  to  re-enter  without  pay¬ 
ment  of  duties. 

If  the  machine  be  of  French  manu¬ 
facture,  the  securing  of  the  passavant 
is  easy  orf  accomplishment.  If  it  is  of 
foreign  manufacture,  the  receipt  should 
be  shown  proving  that  the  Customs  du¬ 
ties  were  paid  at  the  time  of  importa¬ 
tion  into  France.  Sometimes,  where  the 
duty  has  not  been  paid,  the  owner  of 
the*  machine  may  have  secured  a  bond 
called  acqilit-ct-caution ,  which  the  Cus¬ 
toms  officials  at  the  frontier  will  re¬ 
spect. 

Acquit-d-cautions  may  be  obtained  at 
any  of  the  railway  stations,  at  any  of 
the  Customs  bureaus,  and  particularly 
at  the  frontier  Customs  stations.  The 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


417 


passavant  is  sometimes  called  a  passa¬ 
vant  descrvptif ,  because  it  must  con- 
taiu  a  full  description  of  the  machine — 
name  of  maker,  horsepower,  number  of 
motor,  style,  painting,  and  so  on.  The 
passavant  is  good  for  one  year;  can  be 
used  several  times  during  this  period, 
but  must  be  viseed  each  time  you  pass 

THE  FRONTIER,  COMING  AND  GOING,  by 

the  officials.  (See  "Forms.”) 

Rules  of  the  Road. 

In  France  the  rule  of  the  road  is  that 
traffic  shall  keep  to  the  right  and  pans 
other  vehicles  on  the  left.  It  may  here 
be  mentioned  that  the  same  rule  is  in 
force  in  all  the  other  European  coun¬ 
tries  except  Bohemia,  where  they  keep 
to  the  left  and  pass  to  the  right!  as  in 
England. 

Speed  Limits. 

In  the  open  country :  30  kilometers 
(.18 miles  J  an  hour. 

In  populated  places :  20  kilometers 

(12 y2  miles)  an  hour. 

in  narrow  and  crowded  places;  6  kil¬ 
ometers  (4  miles)  an  hour. 

In  built-up  sections.  12  kilometers  (8 
miles),  unless  otherwise  indicated  by 
signs. 

In  Taris.  10  miles. 

There  are  exceptions  to  the  above 
rules  in  certain  districts. 

The  following  is  a  translation  of  a 
paper  by  Mr.  J.  Perrigot,  Chairman  of 
the  Vosges  Automobile  Club,  which  has 
been  adopted  by  all  the  principal  motor 
clubs  and  associations  in  France  : 

1.  On  a  clear  road  the  middle  may  be 
occupied  on  condition  of  leaving  suffi¬ 
cient  space  on  the  left  to  allow  of  the 
passing  of  a  faster  car  traveling  in  the 
same  direction. 

2.  Meeting  of  two  cars. —  (a)  Two 
cars  coming  in  opposite  directions  pass 
one  another  each  keeping  to  its  right. 
They  must  slow  down  when  the  road  is 
obviously  too  narrow  for  them  to  pass 
one  another  easily,  either  because  the 
road  is  in  itself  narrow  or  made  narrow 
by  tramways,  partly  obstructed  by  road 
or  other  materials.  If  very  narrow  or 
difficult  the  speed  should  even  be  re¬ 
duced  to  walking  pace.  (b)  Two  cars 
traveling  at  different  speeds  in  the  same 
direction  :  the  car  that  is  being  over¬ 
taken  must  simply  be  kept  to  its  right. 
The  driver  of  the  car  that  wishes  to 
pass  should  notify  its  presence  by  sound¬ 
ing  the  horn,  and  not  attempt  to  pass 
until  clear  space  is  given  for  him  to 
do  so.  (c)  A  car  should  never  be  passed 
at  a  turning  nor  at  a  high  speed  when 
passing  through  a  village. 

3.  Turnings. —  ( a  I  Where  the  whole  of 
the  turning  is  visible  there  is  no  neces¬ 
sity  to  slow  down,  (b)  When  a  part  of 
the  turning  is  hidden  speed  must  be  re¬ 
duced  sufficiently  to  enable  the  car  to  be- 
stopped  within  12  yards.  This  especial¬ 
ly  applies  to  hilly  countries,  (c)  The 
car  must  on  no  account  leave  the  right 
side  of  the  road  and  the  horn  must  be 
sounded.  ( d)  In  the  case  of  there  being 


an  obstacle  on  the  right  side  of  the 
road,  thus  obliging  the  car  to  go  to  the 
left,  the  driver  should  proceed  so  slowly 
that  he  can,  if  necessary,  stop  within  4 
yards,  and  sound  his  horn  continuously. 

4.  Cross-Roads. —  ( a )  Speed  need  not 
be  slackened  when  the  view  is  not  hid¬ 
den  in  any  way  and  the  road  is  clear, 
if  two  cars  are  converging  towards  open 
cross-roads,  the  driver  who  sees  a  car 
coming  from  his  right  must  give  way 
no  matter  what  the  relative  widths  of 
the  roads  may  be.  ITe  must  therefore 
slow  down  and,  if  necessary,  stop,  (b) 
If  the  cross-road  cannot  be  seen,  or  even 
if  the  view  is  merely  hidden,  the  driver 
of  a  car  approaching  a  cross-road  must 
reduce  to  not  more  than  2  miles  an 
hour.  If  on  arriving  thus  at  the  slack¬ 
ened  speed  at  the  cross-road  the  drivers 
of  two  cars  find  themselves  meeting  and 
in  danger  of  collision,  each  should 
swerve  to  the  right,  even  though  this 
should  make  him  momentarily  leave  his 
own  road. 

5.  Passing  Through  Crowded  Places. 
—  (a)  In  passing  through  towns  the 
special  regulations  locally  in  force  must 
be  respected.  ( b )  In  passing  through  vil¬ 
lages  speed  should  be  so  reduced  that 
the  car  can  be  stopped  in  12  yards  if 
the  road  be  broad  or  in  4  yards  if  it 
is  narrow.  The  horn  must  be  sounded 
when  nearing  isolated  houses. 

6.  Meetings. — When  approaching  men 
or  animals  they  should  be  warned  by 
continuously  sounding  the  horn  until  it 
is  evident  that  notice  has  been  taken, 
and  considerably  slacken  speed  if  the 
road  is  narrow.  If  animals  show  sign 
of  fear,  the  driver  of  a  car  must  relax 
speed,  and,  if  necessary,  stop  the  car 
and  even  the  motor. 

7.  Accidents  to  Persons. — In  the  event 
of  an  accident,  one  must  stop  and  ren¬ 
der  all  possible  aid  to  the  victims  of 
the  accident.  After  seeing  that  the  in¬ 
jured  are  safe  and  receiving  medical  aid, 
every  effort  should  be  made  to  gather 
all  the  evidence  bearing  on  the  circum¬ 
stances  of  the  accident. 

8.  If  another  car  pass  at  the  t;me 
of  the  accident,  it  should  stop  and  offer 
every  assistance,  first  to  the  injured  and 
afterwards  to  the  authors  of  the  acci¬ 
dent,  it  being  always  taken  for  granted 
that  the  accident  was  unavoidable. 

9.  Mishaps,  Breakdowns,  Accidents  to 
a  car. — ( af  Every  motorist  must  be 
ready  to  render  assistance  to  a  fellow 
motorist  when  asked.  (b)  In  the  case 
of  a  breakdown  help  is  asked  as  follows  : 
(i)  In  the  daytime  by  facing  the  car 
which  it  is  desired  to  stop  and  raising 
and  lowering  one’s  arm  perpendicularly 
to  the  road,  or  by  placing  a  white  flag 
(a  handkerchief  will  do)  in  a  conspicu¬ 
ous  position  on  the  car;  (ii)  At  night 
by  waving  one  of  the  lamps  across  the 
road. 

10.  In  the  case  of  breakdown  through 
want  of  petrol  the  driver  from  whom  it 
is  asked  should  let  his  fellow  driver 
have  whatever  quantity  he  can  spare. 
This  petrol  must  be  paid  for  in  ready 
money. 


418 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


S 


Nuruero  du  cartificat  ^  1 )  tysf 7 

Le  Prefet  du  departement  d 

Yu  le  decret  du  10  mars  1899  portant  reglement  relatif  a 
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REVERSE  OF  FRENCH  PERMIT 


[s£i  I  ’SOflf— o,p‘a-nv 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  419 


»  S&s,  isr  mrnum  nuQ»w. 

DES  POSTES  .  - — -  ■  d 

El  DES  JtfclEGfUPUES. 

CIRCULATION  DES  AUTOMOBILES. 
™!  — ^ ^ —  (Decret  du  10  mars  1899.) 


ceutificat  de  capacite 

vafRESlepour  la  con^aite  „  A 

d  (13U  VtfUuA^  . 

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(1)  Designer  ia  natnre  da  on  de*  vehicale*  aaxquell  s'appliqae 
1  c  certificnt. 


. - — . - 


NGTA. 


Les  certificats  de  capacite  delivres  par  ie 
Prefet  dun  departeraenl ,  cOnformement  a  1" ar¬ 
ticle  11  du  decret  du  10  mars*  1899,  sont 
valabies  pour  toute  ia  France. 

Ils  peuvent  etre  retires  opres  deux  contraven¬ 
tions  dans  Tannee.  (Art.  32  dudit  decret.) 


FRENCH  PERMIT  TO  RUN  AN  AUTOMOBILE 


420 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


11.  Emission  of  Smoke.— Emission  of 
smoke  from  exhausts  in  ports,  renders 
automobilists  liable  to  arrest  and  to  a 
fine. 

The  Bois  lie  Boulogne  and  Vincennes. 

— The  gates  of  the  Bois  de  Boulogne 
are  open  from  5  a.  m.  to  midnight  from 
April  1  to  October  15,  and  from  6  a.  m. 
to  10  p.  m.  from  October  16  to  March 
31.  Exception  is  made  in  regard  to  the 
gates  at  Maillot,  St.  James,  and  Baga¬ 
telle.  which  are  closed  at  7  p.  m.  from 
October  16  to  March  31  ;  the  Grille  des 
Princes  is  closed  at  7  p.  m.  from  Octo¬ 
ber  16  to  March  31,  and  at  8  p.  m.  from 
April  1  to  October  15.  To  pass  the 
gates  at  forbidden  hours  a  special  per¬ 
mission  is  required.  In  this  case  it  will 
be  necessary  to  write  to  the  “Direction 
Administrative  des  Services  d'Architec- 
ture  et  des  Promenades  et  Plantations,” 
at  the  “Prefecture  de  la  Seine,  Paris,” 
requesting  a  pass  ( carte  de  circulation) , 
enclosing  a  money  order  ( mandat  de 
paste)  for  thirty  francs.  The  pass  is 
valid  for  the  period  of  one  year. 

Automobiles  are  forbidden  in  the  Bois 
de  Boulogne,  in  the  Pr6-Catelan,  in  the 
Alice  de  Bongchamp,  otherwise  known 
as  the  Acacias,  from  1  p.  m.  to  7  p.  m. 
Speed  in  the  Bois  is  limited  to  12  kilo¬ 
meters  an  hour.  The  vehicle  must  be 
stopped  when  necessary  on  account  of 
horses  or  other  animals  taking  fright. 
The  speed  must  not  exceed  that  of  "a 
man  walking,”  when  driving  an  auto¬ 
mobile  along  narrow  roads,  and  at  the 
gates  at  the  octroi  offices,  at  intersec¬ 
tions  of  roads,  and  everywhere  an  auto¬ 
mobile  might  interfere  with  pedestrians, 
or  where  there  is  a  crowrd.  Automobiles  ! 
standing  near  horses  must  “stop  their  I 
motors."  The  driver  of  an  automobile  I 
must  not  leave  his  automobile  wffien  in 
the  Bois.  Only  roads  which  may  be 
considered  as  carriage  roads  (coirs  car- 
rossahles)  are  open  to  automobiles  in 
the  Bois.  The  12-kilometer-an-hour  lim¬ 
it  is  applicable  to  the  Bois  des  Vin¬ 
cennes. 

Touring  Club  de  France. — 65  Avenue  j 
de  la  Grande  Arnffie,  Paris. 

Membership  can  be  arranged  through 
(he  American  Automobile  Association  or 
the  Automobile  Club  of  America,  New 
York,  or  American  Express  Company,  ! 
Paris  ;  fee  fcs.  6  or  $1.20. 

Notices  and  Sign-Posts. 

The  Association  Generale  Automobile 
issues  the  following  warning  signs, 
which  are  generally  placed  about  300  to 
400  yards  before  the  obstacles,  on  the 
right  s;de  of  the  road 

The  following  are  the  principal  noti¬ 
ces  issued  by  the  Touring  Club  de 
France  : 

Ralentir. 

Slacken  speed. 

Attention ! 

Route  en  cours  de  Rechargement. 

Beware ! 

Road  under  repair. 


Attention  au  Train. 

Look  out  for  the  train. 

Cassis 

d  300  metres. 

(Arrow  here) 

Depression  in  road,  300  meters  off,  in 
the  direction  of  the  arrow. 


Sharp  turn  to  the  right. 


Sharp  turn  to  the  left. 


Turning  followed  by  hill, 


Turning  followed  by  descent. 


Dangerous  crossing. 


Steep  hill 


Steep  descent 


Winding  descent  with  sharp  turning. , 


Archway. 


m 


Level  crossing. 


Rails  above  the  level  of  the  road. 


Caniveau  or  open  gutter. 


Paved  road  (pave). 


“  Humpy  ”  road. 

Village.  (Reduce  speed.) 


I’oste  de  Sccours. 

First  aid  post. 

Allure  Modfrtc 
prescrite  d 
tous  Vehicules. 

All  vehicles  to  drive  with 
caution. 

Passage  «  'Niveau 
a  300  metres. 

(Arrow  here) 

Level  crossing,  distant  300  meters  in 
the  direction  of  the  arrow. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


421 


In  addition  to  the  foregoing  there  are 
numerous  warnings  and  notices,  issued 
by  the  local  authorities  in  the  various 
districts,  of  which  the  following  are  a 
few : 


feaSiiisi 

IB  m  3  a  k  ri  1 ®  J 

gji]  3m  jnTiiKl 

First  aid  post.  Go  slowly. 


m 


Road  for  cyclists  only. 
Horses,  cattle,  and  vehicles 
forbidden. 


All  vehicles  drive  with 
caution. 


Level  crossing  ;  200  metres  Beware!  Road  under  repair, 
away,  in  the  direction  of  the 

arrow. 


Look  out  for  the  train. 


Olltfl  II  itlCBBW:  4  IIWU  I 


Sign  indicating  place  of 
interest.  In  this  case  Roman 
arenas  (remains)  at  the  end  of 
the  path.  Time  of  the  excur¬ 
sion,  thirty  minutes. 


The  usual  simple  form  of 
signboard  It  gives  on  the  top 
line  the  chief  town  at  the  start 
and  the  one  at  'the  end  of  the 
route.  On  the  lower  lines  are 
the  nearest  villages  or  towns 
in  each  direction  respectively. 


u  Le  Bout  du  Monde 
(Cascade).  Fine  outlook,  600 
metres  away  ”  in  the  direction 
of  the  arrow.  Typical  board 
calling  attention  to  scenery. 


Depression  in  the  road ; 
200  metres  off,  in  the  direction 
of  the  arrow. 


Another  form  of  signboard. 
The  name  in  the  centre  is  that 
of  the  place.  The  names  in 
the  top  corners  are  those  of 
the  towns  at  the  end  and 
at  the  start  of  the  route,  and 
underneath  the  names  of  the 
nearest  towns  or  villages.  The 
figures  indicate  the  distance 
and  the  arrows  the  direction 
of  the  places. 


Attention !  Obstacle. 
Beware  of  obstruction. 

A  ttcntion  !  an  Pas. 
Warning  I  Walking  pace  only. 

Attention ! 

For  St  cn  courts  d’  exploitation. 
Warning  ! 

Work  in  progress  in  the  forest. 

Ralentissez. 

Eeole. 

Reduce  speed. 

School. 


Ralentissez. 

Route  en  corns  de  reparation. 

Reduce  speed. 

Road  under  repair. 

Attention ! 

Tournante  dungereuse. 
Warning ! 

Dangerous  turning. 


FRENCH  FAMILY  TICKETS 
In  France  Carnets  collectifs  are  delivered 
to  parties  exceeding  two  persons,  a  reduction 
of  10  per  cent,  being  made  on  the  third  ticket 
and  of  25  per  cent,  on  others.  On  these 
conditions  the  party  is,  of  course,  bound  to 
travel  together.  These  tickets  are  available 
thirty  days  for  1500  kilometres,  forty-five 
days  for  1501-3000  kilometres,  sixty  days 
.  for  over  3000  kilometres.  The  fourth  and 
following  members  of  a  family  (which  in¬ 
cludes  strictly  relations  and  their  servants 
only)  are  allowed  a  reduction  of  50  per  cent. 
on  the  single  fare  for  the  journey  out  and 
.back.  The  family  must  travel  together  and 
each  member  is  required  to  sign  the  tickets. 
On  all  circular  tours  the  traveller  has  a  right 
to  alight  at  any  station  on  the  line  of  route, 
providing  he  has  his  ticket  signed  at  the 
booking  office  before  resuming  his  journey 
in  the  case  of  stations  not  figuring  in  his 
carnet. 


Customs  in  France:  The  usual  articles 
sought  for  are  tobacco  (for  every  Englishman 
knows  what  smoking  material  is  in  France) 
and  spirits;  in  addition  to  these,  the  follow¬ 
ing  are  dutiable:  New  wearing  apparel,  silks, 
lace,  linen,  embroideries,  carpets,  curtains, 
tortoiseshell,  ivory,  knick-knacks,  typewriters, 
jewelry,  perfumery,  sewing  machines,  tea, 
soap,  candles,  and  provisions;  while  entirely 
prohibited  articles  are  matches,  medicines, 
playing-cards,  and  cartridges. 


Reimportation. 

A  recent  ruling  of  the  Treasury  De¬ 
partment  holds  that,  upon  reimporta¬ 
tion,  a  car  previously  exported  is,  under 
the  rule,  liable  to  duty  at  its  full  value 
if  repairs  amounting  to  more  than  10 
per  cent  of  its  original  value  have  been 
made  while  the  car  was  abroad.  Under 
this  ruling  it  is  quite  immaterial  wheth¬ 
er  the  repairs  were  necessitated  by  ac¬ 
cident  or  otherwise. 


422 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Accumulator. 

Adjustor. 

Axle. 

Bearing. 

Belt. 

Bolt. 

Bonnet. 

Box  spanner. 

Brake. 

Foot  brake. 
Hand  brake. 
Brass  wire. 

Bronze. 

Burner. 

Carbide. 

Carburator. 
Carburator  float. 
Chain. 

Chain  link. 
Circulating  pump. 
Clutch. 

Cock. 

Coil. 

Connecti  ng-ro<  1 . 
Copper. 

Cord. 

Coupling,  universal. 
Crank. 

Crank,  starting. 

Cylinder. 

Differential. 

Emery  paper. 
Engine  oil. 

Exhaust  box. 
Exhaust  pipe. 
Exhaust  valve. 

File. 

Flange. 

Flywheel. 

Friction. 

Funnel. 

Gaiter. 

Gear. 

Governor,  friction. 
Governor  shaft. 
Grease. 

Hammer. 

Hook. 

Horn. 

Ignition. 

Ignition  lever. 
Indiarubber. 

Inlet  valve. 

Inner  tube. 
Inspection  pit. 
Joint. 

Joint  screw. 

Key. 

Knocking. 

Lamp-wick. 

Leather. 

Lifting  jack. 
Lubricating  oil. 
Lubricator. 

Misfire. 

Mixture. 

Mudguard. 

Non-skid  tire. 
Number  plate. 

Nut. 

Out  of  gear. 

Pedal. 

Pincers. 

Piston. 

Piston  ring. 


TECHNICAL  TERMS. 

A  ccumulateur. 

Tendeur. 

Essieu. 

Coussinet. 

Courroie. 

Boulon. 

Capot. 

Clef  a  douilles 
Frein. 

Frein  a  pedale. 

Frein  a  levier. 

Fil  de  laiton. 

Bronze. 

Bee. 

Carbure. 

Carburateur. 

Flotteur. 

Chaine. 

Maillon. 

Pompe  de  circulation. 

Embrayage . 

Robinet 

Bobine. 

Bielle. 

Cuivre. 

Cord.e. 

Cardan. 

Manivelle. 

Manivelle  pour  la  mise  en  marche. 
Cylindre. 

Differentiel. 

Papier  d’emerie. 

Huile  a  machine. 

Pot  d’echappement. 

Tuyau  d’echappement. 

Soupape  d’echappement. 

Lime. 

Bride. 

Volant 

Frottement. 

Entonnier. 

Guetre. 

Engrenage. 

Regulateur  h  friction. 

Arbre  du  regulateur. 

Graisse. 

M  arteau. 

Crochet. 

Trompe. 

A  llumage. 

Manette  d’allumage. 

Caoutchouc. 

Soupape  d’admis8ion. 

Chambre  a  air. 

Fosse. 

Joint. 

Joint  h  ids. 

Clavette. 

Tapage. 

Meche. 

Cuir. 

Cric. 

Huile  a  graisser. 

Graisseur. 

Rate. 

M  Clange. 

Garde  boue 

Pneumatique  antiderapant. 

Plaque  numerotee. 

Ecrou. 

Debraye. 

Pedale. 

Tenailles. 

Piston. 

Axe  de  piston. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  423 


TECHNICAL  TERMS —Continued 


Piston  rod. 
Reverse. 

Short  circuit. 
Steering  wheel. 
Straighten. 
Switch. 

Teeth  (of  wheels). 
Throttle. 

Tools. 

Tow. 

Trembler. 

Valve. 

Valve,  admission. 
Vise. 

Water  circulation. 
Water  tank. 
Wheel,  front. 

“  back. 


Tigc  de  piston. 
Marche  arriere. 

Court  circuit. 

Volant  de  direction. 

Redresser. 

Interrupteur. 

Dents. 

Rcglage  h  main. 
Outils. 

Remorquer. 

Trembleur. 

Soupape. 

Soupape  d’admission 
Etau. 

Circulation  d’eau. 
Reservoir  d'eau. 

Roue  avant. 

“  arriere. 


WARNINGS  ON  THE  ROAD. 


Moderate  speed. 

Be  careful. 

Walking  pace. 

Open  gutters. 

Blow  the  horn. 

Dangerous  hill. 

Speed  limit. 

Level  crossing. 

First-aid  post. 

Reduce  speed. 

Road  blocked. 

Dangerous  turning. 

Speed. 

Road  under  repair. 

Bad  pav6. 

Sign-post. 

Road. 

To  the  left. 

To  the  right. 

Straight  on. 

Hilly  road. 

Slippery. 

The  road  is  muddy. 

Have  you  a  circulation  permit? 

No,  but  I  am  getting  one  to-morrow  at  .  .  . 
At  the  end  of  the  street. 

Opposite  the  .  .  . 

Steep  hill. 

Course. 

Hard. 

Branch  road. 

Bridge. 

Narrow. 

On  the  level. 

Which  is  the  shortest  way  to  ...  ? 

Must  I  take  the  first  turning  to  the  right  or  go 
straight  on? 

How  many  kilometres  from  here  to  .  .  .? 

Is  the  road  good  as  far  as  .  .  .? 

Will  you  please  tell  me  the  way  to  the  near 
est  gjarage?  .  .  .  nearest  hotel? 

What  is  the  name  of  this  village? 

I  want  to  go  to  .  .  . 

I  have  missed  the  way. 

Shall  I  follow  the  tram-line?  .  .  .  the  river? 

You  must  cross  the  river. 

Will  you  please  give  me  a  can  of  cold  water? 

I  have  just  had  an  accident  with  my  motor. 

Where  can  T  get  assistance? 

Can  I  get  a  horse  to  pull  the  car  to  ,  .  .  ? 


Allure  moderee. 

Attention. 

Au  pas. 

Caniveauz. 

Corner. 

Descente  dbngereuse. 

Maximum  de  vitesse. 

Passage  a  niveau. 

Poste  de  secours. 

Ralentir. 

Route  barree. 

Tournant  dangereux. 

Vitesse. 

Route  en  reparation. 

Mauvais  pave. 

Poteau  indicator. 

Chemin,  route ,  chaussee. 

A  gauche. 

A  droite. 

Tout  droit. 

Roide  accidentee. 

Glissant.  • 

La  route  est  boueuse. 

Avez-vous  votre  per  mis  de  circulation ? 

Non,  mais  j’en  aurai  un  demain  a  ..  . 

Au  bout  de  celte  rue. 

En  face  .  .  . 

Cote  dure. 

Le  parcours. 

Dur. 

Une  bifurcation. 

Pont. 

Etroit. 

En  palier. 

Quelle  est  la  route  la  plus  courte  pour  .  .  .? 
Dois-je  prendre  le  premier  tournant  h  droite 
ou  suivre  tout  droit t 
Combien  de  kilometres  d'ici  h  .  .  .? 

La  route  est-elle  bonne  fusqu’a  .  .  .  ? 
Voulez-vous  me  dire  la  route  du  premier 
garage ?  .  .  .  du  premier  hotel? 

Quel  est  le  nom  de  ce  village? 

Je  desire  alter  &  .  .  . 

J’ai  perdu  la  route. 

Dois-je  suivre  la  ligne  du  chemin  de  fer  .  .  .  ? 
la  rivi.re? 

II  faut  traverser  la  rivi  ire. 

Voulez-vous  me  donner  un  sceau  d'eau  f roide? 

Je  mens  d' avoir  un  accident  aver  mon  auto¬ 
mobile. 

Ou  puis-je  trouver  aide? 

Puis-je  avoir  un  cheval  pour  trainer  mon  auto¬ 
mobile  ] usqu’h  .  .  .  ? 


424 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


WARNINGS  ON  THE  ROAD — Continued 


How  much  must  I  pay  you? 

Can  I  leave  my  car  here  until  to-morrow 
morning? 

How  far  is  the  nearest  railway  station? 

Is  there  a  telegraph  office  here? 

Is  there  any  kind  of  conveyance  that  can  take 
us  to  .  .  ? 

Is  there  a  telephone  in  the  village? 

Many  thanks  for  all  your  kindness. 


Combien  dois-je  vous  payer? 

Puis-je  laisser  mon  automobile  iei  jusqu'h 
demain  matin? 

Combien  y  a-t-il  d'ici  a  la  plus  proche  gare  de 
chemin  de  fer? 

11  y  a-t-il  un  bureau  de  tilcgraphe? 

11  y  a-t-il  des  moyens  de  transport  pour  nous 
cond  uire  a  .  .? 

II  y  a-t-il  un  bureau  de  telephone? 

Merci  bien  pour  votre  obligeance 


AT  A  GARAGE 


Fill  up  the  tank;  it  holds  .  .  . 

I  want  some  lubricating  oil. 

Have  you  any  .  .  .  t. res  in  stock? 

I  want  two  .  .  .  and  one  inner  tube. 

Can  you  repair  this  t.re? 

How  much  do  I  owe  you? 

Give  me  two  sparking  plugs. 

Give  me  two  pounds  of  .  .  . 

I  have  just  had  an  accident. 

I  have  left  my  car  at  .  . 

Can  you  have  it  towed  here? 

How  long  will  it  take  you? 

I  have  broken  the  .  . 

I  have  lost  a  .  .  . 

There  is  a  leakage  .  .  . 

Let  the  motor  cool. 

How  much  will  the  repairs  cost? 

Have  you  any  of  Taride’s  or  other  road  maps? 

Be  careful  not  to  scratch  the  paint. 

I  want  the  car  washed,  and  the  brasses  cleaned 

My  chauffeur  will  clean  the  car. 

I  want  the  car  ready  by  to-morrow  morning, 
and  my  chauffeur  will  settle  with  you. 

This  is  far  too  dear.  You  must  take  some¬ 
thing  off  the  bill. 

I  shall  complain  to  .  .  . 


Remplissez  Ic  riser  voir;  il  contient  .  .  . 

Je  d  esire  de  I’huile  h  graisser. 

Avez-vous  des  pneumatiques  .  .  .  en  stock? 
J’ en  desire  deux  .  .  .  et  une  chambre  a  air 
Pouvez-vous  reparer  ce  pneumatique? 

Combien  vous  dois-je? 

Donnez-moi  deux  boujies. 

Donnez-moi  un  kilog.  de  talc. 

Je  viens  d' avoir  un  accident. 

J'ai  laiss  e  mon  auto  a  .  .  . 

Pouvez-vous  le  jaire  remener  ici? 

Combien  de  temps  cela  vous  prendra-t-il? 

J'ai  cass  '  le  .  .  . 

J'ai  perdu  le  .  .  . 

11  y  a  une  fu  le  .  .  . 

Laissez  refroidir  le  moteur. 

Combien  coutera  la  reparation. 

Avez-'  ous  des  cartes  Taride  ou  d'autres  cartes 
routi'res ? 

Attention  de  ne  pas  abimer  la  peinture. 

Je  d  sire  avoir  la  voit ure  lavie  el  les  cuil'res 
nettoy’s. 

Mon  chaff eur  neltoyera  la  voilure. 

Jed ' sire  que  l' auto  soit  pri  t  pour  .  .  heures 

demain  matin,  et  mon  chauffeur  reglera  avec 
vous. 

Le  prix  est  trop  eleve.  Vous  devez  diduire 
quelque  chose  de  la  note. 

Je  me  plaindrai  U  .  .  . 


GERMANY. 

Customs. 


The  duty  ou  automobiles  entering 
Germany  is  as  follows  : 

Eight  marks  per  100  kilos  for  auto¬ 
mobiles. 

Cars  weighing  250  to  500  kilos, 
M.  40.00  per  100  kilos  ($4.60  per  100 
lbs.). 

Cars  weighing  500  to  1000  kilos, 
M.  25.00  per  100  kilos  ($2.85  per  100 
lbs. ) . 

Cars  weighing  1000  kilos  and  up. 
M.  15.00  per  100  kilos  ($1.70  per  100 
lbs.). 

Automobiles  entering  Germany  tem¬ 
porarily,  carrying  passengers  or  mer¬ 
chandise,  are  exempt  from  duty.  A 
large  discretion  is  allowed  the  officials 
in  deciding  whether  or  not  a  machine 
is  imported  for  sale  or  sold  to  some  one 
in  Germany.  Unless  the  official  mind  is 
satisfied  that  the  machine  is  imported 
into  Germany  for  temporary  purposes 
only  a  duty  can  be  levied. 

In  theory,  duty  is  refunded  on  expor¬ 
tation.  As  a  matter  of  practice,  the 
smaller  Custom  Houses  always  refuse 
the  refund  and  send  the  tourists  to  the 


principal  office,  which  may  be  many 
miles  out  of  the  way.  It  is,  therefore, 
always  desirable  to  cross  the  frontier 
at  some  large  city,  if  possible. 

In  addition  to  the  Customs  duty,  al¬ 
ready  mentioned,  a  law  was  passed,  July 
1,  190G,  imposing  a  special  license  tax 
on  automobiles  entering  Germany.  To 
remain  in  Germany  for  5  days,  the  li¬ 
cense  tax  is  15  marks,  and  for  30  days 
40  marks. 

Over  30  days  and  not  exceeding  4 
months,  the  tax  is  reckoned  at  so  much 
for  the  automobile  and  so  much  per 
horsepower,  viz.  :  6  h.p.  and  under, 
12m.-flm.  per  h.p.  :  from  7  to  10  h.p., 
25m. +1  m.  50  per  h.p.  ;  from  11  h.p.  to 
25  h.p.,  50m. +2m.  50  per  h.p.  ;  and  over 
25  h.p.,  75  m.4-5m.  per  h.p. 

For  a  sojourn  over  four  months  up  to 
one  year  the  last-mentioned  taxes  are 
respectively  doubled. 

These  license  taxes  are  payable  at  the 
frontier,  and  the  receipt  given  is  called 
a  s teuerkarte.  A  license  tax  paid  for 
30  days,  for  instance,  allows  the  holder 
to  pass  and  repass  the  German  fron- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


425 


tier  as  often  as  he  likes,  until  the  total 
number  of  30  days  lias  been  fulfilled, 
and  so  on  for  other  periods. 

A  license  card  is  valid  for  the  cur¬ 
rent  year.  To  remain  longer  than  con¬ 
templated  at  the  time  of  issuance  of  the 
card,  application  should  be  made  at  the 
steuerant  or  flnanzamt  three  days  before 
the  expiration  of  the  time  mentioned  on 
the  card.  Then  the  extension  of  time 
will  be  granted,  deducting  the  tax  paid 
on  the  original  card. 

Circulation  Permits,  Driving  Licen¬ 
ses  and  Rules  of  the  Road. 

Credentials. — A  foreigner's  home  per¬ 
mit  to  run  his  car  must  he  viseed  by  a 
German  Consul  before  it  can  be  used 
in  Germany.  The  same  also  applies  to 
driving  license. 

Regulations. — There  are  different  reg¬ 
ulations  in  force  in  the  various  states. 
The  following  are  the  general  rules: 

Driver. — Must  be  over  18  years  of 
age. 

Lights. — Three  required.  One  on  each 
side  of  the  car  in  front  and  one  on  the 
rear,  to  enable  the  number  of  the  car 
to  be  readily  distinguished. 


The  above  automobile 
wheel  with  a  red  hub  and 
spokes  on  a  whih  square  ground 
of  metal  simply  denotes,  in  a 
general  way, 

CAUTION.” 

It  is  posted  irrespective  of 
the  nature  of  the  coming  dan¬ 
ger,  but  usually  on  the  side  on 
which  it  occurs. 


VORSICHT. 


GEFAHRLICHE  WENDUNG, 


CAUTION. 

DANGEROUS 

TURNING. 


Brakes. — Two  independent  brakes  re¬ 
quired. 

Horn. — A  single  note,  loud  sounding 
horn  required. 

Plates. — Each  car  must  bear  a  plate, 
indicating  its  make,  horsepower  and 
weight  in  kilos. 

Police  Regulations. — Foreigners  must 
report  to  the  police  authorities  in  any 
large  town  or  city,  and  produce  licenses 
obtained  in  their  own  country.  If  found 
satisfactory,  they  will  be  endorsed  by  a 
German  official  and  no  trouble  will  be 
experienced. 

Rules  of  the  Road. — Keep  to  the 
right,  pass  on  the  left. 

Speed. — During  darkness  15  kilome¬ 
ters  (914  miles)  in  built-up  sections.  In¬ 
crease  allowed  in  open  country,  stopping 
only  at  “Driving  to  Public  Danger.” 

Roads.- — German  roads  are  not  uni¬ 
form  in  quality.  Alsace.  Rhine  provin¬ 
ces  and  Ravaria  offer  the  best  roads. 
Some  are  forbidden  to  automobilists,  but 
these  are  posted. 


In  large  Cities  inquire  carefully  the 
names  of  streets  forbidden  to  the  traf¬ 
fic  of  automobiles.  In  Berlin,  apply  at 
the  Stadthaus  for  police  card  or  license. 

In  Cologne  certain  streets  are  only 
open  to  automobiles  between  certain 
hours.  Traffic  is  forbidden  from  11 
a.  m.  to  2  p.  m.  in  Hohestrasse,  Schil- 
dersgrasse,  and  Breitestrasse. 

Baden,  Grand  Duchy  of. — Automo¬ 
biles  are  not  numbered/  but  they  must 
have  plaques  with  name  and  address  of 
owner  clearly  inscribed,  if  the  latter  re¬ 
mains  in  the  Duchy  more  than  one  week. 
Other  requirements  are  a  horn,  two 
lanterns,  of  which  one  may  be  green. 
Excessive  speed  is  forbidden,  and  never 
over  12  kilometers  an  hour  in  towns  and 
crowded  places,  and  not  exceeding  30 
kilometers  an  hour  in  open  country.  Ob¬ 
serve,  carefully,  special  regulations, 
signs  and  notices  as  to  reduced  speed 
and  as  to  roads  forbidden  to  automo¬ 
biles.  The  following  roads  are  forbid¬ 
den  in  the  Grand  Duchy  of  Baden  : 
Lichtenthalcr- Alice  and  the  Kaiser- Alice 
(arrondissement  of  Baden-Baden)  ;  the 
junction  road  of  Lichtenthal  and  Jagd- 
haus ;  the  route  along  the  valley  of 
Saint-Blasien  to  Albruck,  in  the  arron¬ 
dissement  of  Waldshut  and  St.  Blasien  ; 
the  road  from  Badenwciler  to  Blauen  in 
the  arrondissement  of  Loerrach ;  fhe 
road  of  the  valley  of  the  Wehra  from 
Welir  to  Todtmoos,  in  the  arrondisse¬ 
ment  of  Schopfhcini. 

Bavaria. — Marne  and  address  of  own¬ 
er  must  be  conspicuously  shown.  Own¬ 
ers  are  held  strictly  to  account  not  only 
for  their  own  acts  of  omission  and  of 
commission,  hut  also  in  regard  to  their 
employes.  This  becomes  unpleasant 
sometimes.  Speed  must  not  exceed  12 
kilometers  an  hour,  but  in  open  coun¬ 
try  this  rule  is  not  strictly  enforced. 
Steep  grades,  as  well  as  crowded  and 
narrow  places,  require  particular  atten¬ 
tion.  Stop  when  your  automobile 
causes  fear,  confusion  or  difficulty. 

Darmstadt. — For  a  visit  of  a  week 
only,  no  formalities  are  required  in  re¬ 
gard  to  certificates.  For  a  longer  stay, 
a  license  and  number  are  required  and 
issued.  One  brake  is  prescribed,  a  loud- 
sounding  bell  and  a  lantern  are  neces¬ 
sary.  But  colored  lanterns  are  not  al¬ 
lowed.  Keep  to  the  right,  and,  in  turn¬ 
ing  corners,  when  turning  to  the  right, 
turn  short,  but,  in  turning  a  corner  to 
the  left,  make  a  wide,  sweeping  turn. 
Be  careful  not  to  frighten  horses  by 
driving  too  near  them.  If  necessary, 
stop  entirely,  and  allow  the  horses  to 
pass. 

Munich. — Local  police  permits  are 
required  and  given  after  proof  of  com¬ 
petence  is  demonstrated.  Plaques  with 
numbers  are  required.  Brakes  should 
enable  automobilist  to  pull  up  at  two 
automobile  lengths.  Speed  must  not  ex¬ 
ceed  12  kilometers.  Observe  posted 
rules  as  to  certain  roads  forbidden  to 
automobiles.  Negligent  driving  causing 
death  renders  driver  liable  to  three  years 
in  prison,  while  causing  injuries  means 


42G 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


two  years  in  prison  and  a  fine  of  900 
marks  or  either. 

Nuremberg. — The  town-hall  authori¬ 
ties  issue  licenses  to  drive.  Brake  is 
required,  and  warning  signal  must  be 
by  bells,  and  not  by  horn.  White  lights 
only.  Certain  roads  and  streets  closed 
to  automobile  traffic. 

Stuttgart. — Keep  to  the  right  and 
pass  to  the  left.  White  lights  are  pre¬ 
scribed.  Go  slowly.  Have  available 
home  papers,  licenses  and  certificates  as 
to  skill  in  automobiling.  Certain 
streets  in  the  city  of  Stuttgart  are 
closed  to  automobiles  during  certain 
hours  ;  thus,  Koenigstrasse  and  Schloss- 
platz  from  half-past  eleven  to  half-past 
twelve  (day  time),  the  passage  from  the 
depot,  in  the  Schlosstrasse  between  the 
Friedrichstrasse  and  Koenigstrasse,  and, 
generally,  in  short  or  steep  streets. 

Automobile  Club. —  Kaiserlicher  Auto¬ 
mobile  Club,  Leipzigerplatz  16,  Berlin. 

GREECE. 

Duty  variable  from  £12  to  £16,  ac¬ 
cording  to  size  of  car,  non-returnable. 

HOLLAND. 

Customs. 

The  owner  is  required  to  make  a  de¬ 
posit  for  duty  of  5  per  cent  of  the  val¬ 
ue  of  his  auto,  at  the  first  Customs  sta¬ 
tion. 

The  deposit  will  be  refunded  (except 
on  Sundays)  at  any  frontier  Customs 
station  or  port  upon  surrender  of  the 
deposit  receipt. 

Circulation  Permits,  Driving  Licen¬ 
ses,  Rules  of  the  Road. 

Credentials. — Foreign  tourists  will  be 
supplied  free  of  charge,  at  first  Customs 
station,  with  a  driving  license  good  for 
eight  days.  During  these  eight  days 
foreign  cars  may  display  their  foreign 
number  plates  only.  If  tourists  extend 
Iheir  stay  in  Holland  beyond  eight  days, 
application  must  be  made  to  the  Minis¬ 
ter  of  Commerce  for  a  driving  license 
and  number. 

Driver. — Must  be  at  least  18  years  of 
age. 

Horn  or  Trumpet. — Must  be  fitted  to 
ears. 

Lights. — Two  white  front  lights,  one 
on  each  side  of  the  car. 

Speed. — No  maximum  speed  has  been 
fixed  by  law.  The  speed  allowed  is  gov¬ 
erned  by  individual  circumstances.  Any 
speed  which  the  police  authorities  con¬ 
sider  dangerous  to  the  public  safety  ren¬ 
ders  the  driver  liable  to  a  fine  or  im¬ 
prisonment. 

Look  out  for  signs  and  notices  along 
the  roads  as  to  special  rules  which  may 
be  published  from  time  to  time. 

New  legislation  is  expected. 

Rules  of  the  Road. — Keep  to  the 
right,  pass  on  the  left. 

Roads. — The  roads  in  Holland  are 
generally  paved  with  brick,  and  where 
well  kept  present  a  good  surface.  They 
are,  however,  generally  rather  narrow 


and  winding,  and  as  there  are  numer¬ 
ous  hamlets  high  speed  is  impossible. 

The  Touring  Club  of  Holland. — 
(A.N.W.B.)  Mr.  D.  Fockema,  7  Amster- 
damscheweg,  Arnheim,  manager ;  cost 
of  membership,  $1.70  per  year.  Member¬ 
ship  entitles  to  reduced  rates  at  hotels 
and  reliable  maps  at  a  discount. 


Forbidden  to  motor  vehicles 
longer  than  m. 
broader Jhan  m. 


Forbidden  to  motor  vehicles 
heavier  than  kg. 


▲ 


r' verboden^H 

voon  ’  ^ 

M0T0RRUTUIGEN 

BEHALVE 

TWEEWIELERS 


Forbidden  to  motor  vehicles  except  bicycles.* 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


427 


ITALY. 

Customs. 

The  owner  of  the  car  is  required  to 
be  present  personally  for  the  Customs 
formalities  both  on  entering  and  leaving 
the  country. 

A  deposit  is  required  on  all  tourists’ 

■  cars  entering  Italy,  valid  three  months, 
as  follows : 

Weight  up  to  500  kilos  (1100  lbs), 
Lire  200=.$40.00  ;  up  to  1000  kilos  (2- 
200  lbs  I,  Lire  400=$80.00  ;  1001  kilos 
or  over,  Lire  600=.$120.00. 

Care  must  be  taken  to  obtain  a  re¬ 
ceipt  for  the  duty  deposited,  and  to  see 
that  the  Customs 
the  car. 

■  lo|  TOUH.NG  Clue  ■TAi.m.O 

iH — |— -k 


PASSAGGIO  A  LIVEU.0 


Level  crossing. 


seal  is  attached  to 


Depression  in  the  road. 


The  deposit  is  returnable  on  leaving 
Italy,  and  in  order  to  save  trouble  and 
exchange,  payment  should  be  made  to 
the  owner  in  gold. 

Should  a  car  remain  over  three 
months  in  Italy,  it  becomes  liable  to 
taxation,  based  on  the  horsepower. 


Circulation  Permits,  Driving  Licen¬ 
ses  and  Rules  of  the  Road. 

Credentials. — Both  circulation  permits 
and  driving  licenses  are  required,  but 
in  the  case  of  tourists,  the  permit  and 
licenses  issued  by  other  countries  are 
generally  accepted.  Care  should  be 
taken  to  get  these  endorsed  at  a  pre¬ 


fecture  within  five  days  of  entering  the 
country. 

Lights. — Two  headlights  are  required, 
the  left  green,  and  the  right,  white.  A 
rear  light  must  show  the  number  clear¬ 
ly.  Lanterns  must  be  lighted  one  hour 
after  sundown  until  dawn,  and  during 
fogs. 

Brakes. — Two  must  be  provided,  each 
of  a  different  and  separate  system. 

Horns. — Required. 

Number  Plate. — Number  of  circulation 
permit  to  be  fixed  in  front  and  rear  of 
car  10  inches  from  the  ground. 

Rides  of  the  Road. — The  general  rule 
of  the  road  is  to  keep  to  the  right  and 
pass  to  the  left,  but  in  several  provin¬ 
ces,  notably  in  those  of  Rome  and  Ge¬ 
noa,  the  rule  is  reversed,  and  the  same 
is  true  in  many  cities.  The  result  is 
very  confusing,  and  only  by  excessive 
care  and  due  inquiry  can  accidents  be 
avoided. 


Dangerous  descent. 


Dangerous  turning. 


no  I  TOUTING  CL  OB  ITALIAM) 


RAILENTARE 


“Go  slowly."  This  may 
indicate  a  danger,  but  also  a 
police  regulation. 


"o|  loumac  clu»  iTm.i*HO** 

VNA 

STRADA  ACGWNTATA 


Winding  road  with  sharp 
turnings.  The  kilometric 
length  of  the  part  affected  is 
usually  indicated  on  the  post. 


>0^  TQuWlNG  Cm»  IT«li«NO 


B— |  | — K 


straoa  interrotta 


Road  “  up,” 
or 

Interrupted. 


702  Immune  cm!  minim 

liC'O  01.  ••V* 

S 

ARRESTO 

“Stop.”  This  usually  in¬ 
dicates  an  urgent  real  danger, 
but  sometimes  also  stoppages 
required  by  the  law — t.g..  Cus¬ 
toms,  roads  closed,  etc. 


Speed. — Must  not  exceed  12  kilome¬ 
ters  (7%  miles)  in  built-up  sections, 
40  kilometers  (25  miles)  in  country.  In 
the  latter  case  the  speed  must  be  di¬ 
minished  to  15  kilometers,  unless  the 
road  is  exceptionally  straight  and  the 
light  good. 

Roads. — Inferior  to  those  in  France, 
bad  in  the  neighborhood  of  large  cities. 
Touring  south  of  Naples,  iu  Sicily  and 
Sardinia,  not  recommended. 

Touring  Club  of  Italy. — Via  Monte 
Napolene,  Milan.  Membership  will  be 
found  very  useful  in  many  ways.  Mem¬ 
bers  are  entitled  to  special  rates  at  ho¬ 
tels  and  are  also  able  to  obtain  a  special 


428 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


quality  of  gasoline  (Essende),  which, 
owing  to  the  poor  quality  of  that  us¬ 
ually  sold,  the  club  has  undertaken  to 
supply  at  certain  stores  along  the  most 
freouented  routes. 

LUXEMBOURG. 

Customs. 

Duties  are  10  francs  for  100  kilos  for 
automobiles,  but  for  temporary  impor¬ 
tation  the  same  usages  are  in  vogue  as 
for  Germany. 

Two  months  constitutes  residence, 
when  taxes  are  30  francs  per  annum 
for  three  seats,  chauffeur’s  included,  and 
HO  francs  for  more. 

Circulation  Permits,  Driving  Licen¬ 
ses  and  Rules  of, the  Road. 

Driver. — Must  be  at  least  18  years  of 
age. 

Lights. — Two  white  lights  to  be 
placed  in  front. 

Brakes. — Sufficient. 

Horns. — Loud  sounding  horn  to  be 
heard  at  50  meters. 

Rules  of  the  Road. — Keep  to  the  right 
and  pass  to  left.  Give  velocipedes  a 
clear  space  of  1  meter  50. 

Speed. — 35  kilometers  an  hour  in  open 
country,  and  a  speed  not  exceeding  that 
of  a  horse  at  a  slow  trot  is  ordered  in 
towns. 

NORWAY. 

Duty  15  per  cent  ad  valorem  on  cer¬ 
tificated  value  of  car,  signed  by  makers 
or  agents.  Returnable. 

PORTUGAL. 

Customs. 

Duty  on  automobiles  is  120  reis,  or 
about  480  francs.  Temporary  importa¬ 
tion  for  one  month  is  allowed,  on  de¬ 
positing  the  duty,  for  which  a  receipt 
is  given.  On  leaving  the  country,  the 
amount  is  repaid.  The  month's  license 
may  be  renewed.  Foreigners  should  be 
able  to  show  papers  establishing  domi¬ 
cile  in  the  country  they  come  from. 

Circulation  Permits,  Driving  Licen¬ 
ses  and  Rules  of  the  Road. 

Credentials.— The  Public  Works  De¬ 
partment  issues  licenses  which  are  re¬ 
newable  every  four  years.  A  plaque  is 
provided  by  the  department. 

Driver. — Must  have  a  license  to  drive, 
which  is  issued  after  examination. 

Lights. — Two  lanterns  in  front,  of 
which  one  must  be  a  green  light  and 
the  other  a  white  light. 

Brakes.— Two  separate  systems  of 
brakes  are  prescribed.  All  vehicles  over 
350  kilos  in  weight  must  be  able  to 
back. 

Horn.- — Trumpets  or  other  loud  signal 
required. 

Rules  of  the  Road. — Keep  to  the  left 
and  pass  on  the  right,  as  in  England. 

SPAIN. 

Customs. 

The  duty  is  divided  into  two  portions 
as  follows  : 


1.  Duty  on  chassis  weighing  up  to 
1000  kilos,  8d.  per  kilo.  ;  over  1000  kilos, 
lOd.  per  kilo.  2.  If  an  open  car  add 
200  kilos  :  if  a  closed  car  add  400  kilos. 

The  duty  is  refunded  at  the  frontier 
station  at  which  it  was  deposited ;  but 
if  leaving  the  country  at  a  different 
place,  application  can  be  made  to  the 
Customs  agent  at  that  point  to  carry 
out  the  necessary  formalities  to  obtain 
the  refund  of  the  money. 

Mr.  Joachim  Lafitte,  6  Avenue  de  la 
Liberte,  Biarritz,  is  in  a  position  to  is¬ 
sue  special  permits  by  the  aid  of  which 
cars  may  be  entered  for  a  short  period 
free  of  duty.  Automobilists  proceeding 
to  Spain  by  way  of  Biarritz  would  do 
well  to  consult  Mr.  Lafitte.  He  charges 
for  this  permit  about  Fes.  10. 

Circulation  Permits,  Driving  Licen¬ 
ses  and  Rules  of  the  Road. 

Credentials. — Circulation  permit  for 
car  is  necessary,  _and  driving  licenses 
are  issued  by  the  civil  governor  of  the 
province.  British  or  French  licenses 
are  usually  accepted.  The  regulations 
are  not  strictly  enforced,  but  tourists 
are  advised  to  have  their  names  regis¬ 
tered.  and  permits  issued  if  necessary. 

Lights. — Two  lanterns  in  front,  of 
which  one  must  be  green.  Red  light  in 
rear. 

Brakes. — Two  separate  systems  pre¬ 
scribed,  and  machine  must  be  able  to  be 
steered  in  short  curves. 

Horn. — Loud  bell  or  horn. 

Plates. — A  plate  is  required  showing 
name  and  address  of  owner,  name  of 
maker,  type  and  number  of  series,  the 
weight  on  each  wheel  when  automobile 
is  loaded. 

Rules  of  the  Road. — Keep  to  the  right 
and  pass  to  the  left. 

Speed.— 12  kilometers  (7  miles)  per 
hour,  save  in  the  open  country,  where 
28  kilometers  (17  miles)  an  hour  is  the 
maximum.  Slow  up  in  crowds  and  nar¬ 
row  streets. 

Roads. — Generally  bad,  and  gasoline 
is  hard  to  obtain. 

SWEDEN. 

Customs. 

Duties  are  15  per  cent  ad  valorem. 
the  value  being  proved  by  the  original 
Invoice. 

Circulation  Permits,  Driving  Licen¬ 
ses,  Rules  and  Regulations. 

The  police  issue  numbers  and  permits. 

Rules  of  the  Road. — Keep  to  the  left. 
In  passing  a  horse  led  by  the  bridle, 
pass  on  the  side  of  the  person  leading 
the  horse. 

Speed. — Go  slowly  in  the  city. 

Roads. — While  each  department  has 
its  own  rules,  Stockholm  may  be  taken 
as  a  general  example.  Here,  certain 
roads  are  forbidden  to  automobiles,  for 
example  :  The  Vesterlanggatan  and  ad 
jacent  streets,  Iakobsgatan  between 
Malmtorgsgatan  and  Vestra  Triidgards- 
gatan  ;  Ilamngatan  between  Malmskil- 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


429 


nadsgatan  and  Regeringsgatan,  and  be¬ 
tween  Gdthgatan  and  Hornsgatan 
streets. 

RUSSIA. 

Customs. 

Duties  are,  for  automobiles,  two  seats, 
162  roubles,  about  432  francs,  and  for 
four  seats.  237  roubles,  or  about  634 
francs.  Foreigners,  on  crossing  the 
frontier,  must  deposit  the  duties  and 
should  receive  a  receipt.  On  condition 
that  it  is  proved  that  the  automobile 
actually  left  the  country  the  duties  are 
returned,  but  some  considerable  delay  is 
experienced  in  this  payment. 

Rales  of  the  Road. — Keep  to  the  right 
and  pass  to  the  left.  Each  commune 
has  the  right  of  imposing  its  own  par¬ 
ticular  rules.  Armed  with  a  passport, 
viseed  by  a  Russian  Consul,  the  auto- 
mobilist  cannot  do  better  than  inquire 
of  local  officials  for  details  concerning 
various  traffic  rules. 

SWITZERLAND. 

Customs. 

Duty  40  francs  ($7,801  per  100  kilos 
(220  lbs.  1,  repayable  in  full  on  the  car 
leaving  the  country  within  six  months. 

If  the  weight  of  the  motor  can  be 
proved  exactly,  it  can  be  taxed  separate¬ 
ly  at  4  francs  per  100  kilos.  The  auto- 
mobiiist  is  supplied  with  a  passavant  as 
in  France,  which  is  valid  for  one  year. 

Circulation  Permits,  Driving  Licen¬ 
ses  and  Rules  of  the  Road. 

Credentials. — Circulation  permits  and 
driving  licenses  are  issued,  but  in  case 
of  tourists  the  permits  and  licenses  is¬ 
sued  in  their  own  country  are  generally 
accepted,  but  must  be  presented  to  the 
Swiss  authorities  for  endorsement. 

The  following  cantons  in  Switzerland 
agreed,  June  13.  1904,  to  uniform  regu¬ 
lations  in  regard  to  automobiles:  Zu¬ 
rich,  Berne,  Lucerne,  Schwyz,  IJnter- 
wald-le-IIaut,  Unterwald-le-Bas,  Claris, 
Zoug,  Fribourg.  Soleure.  Bale-ville, 
Bale-campagne.  "  Appenz'dl-Rh..  exterior 
and  interior.  Saint  Gall,  Argovie,  Tes¬ 
sin,  Vaud,  Valais,  Neuchatel,  Geneve 
and  Schaffouse. 

Lights. — Two  lanterns  are  required — 
the  one  on  the  right  must  be  white, 
while  that  on  the  left  must  be  green ; 
in  the  rear,  a  red  lantern.  Particular 
care  must  be  exercised  in  regard  to 
having  the  “tail”  light  always  lit  when 
the  automobile  is  standing  still. 

Brakes. — Two  independent  brakes  are 
required,  and  they  must  be  employed  (or 
one  of  them)  in  going  down  hill. 

Horn.— A  horn  is  prescribed  as  a 
warning  signal,  and  this  must  be  used 
in  turnings  and  during  fogs,  in  ap¬ 
proaching"  or  passing  vehicles  and  per¬ 
sons. 

Rules  of  the  Road. — Keep  to  the  right, 
pass  on  the  left.  Never  run  in  front 
of  man  or  vehicle  at  right  angles. 

Speed. — The  speed  limit  varies  in  dif¬ 
ferent  cantons,  and  is  as  low  as  5  kilo¬ 
meters  (4  miles)  per  hour  in  some 


towns  and  villages.  The  general  limit 
on  open  country  roads  is  3u  kilometers 
(20  miles)  per  hour. 

The  police  enforce  the  regulations 
most  severely  in  Switzerland  and  motor¬ 
ists  are  constantly  lined  for  trivial  of¬ 
fenses. 

Give  Swiss  Federal  diligences  a  wide 
berth  and  stop  to  let  them  pass.  Be¬ 
ware  of  trouble  with  flocks  and  herds. 
Avoid  all  roads  which  are  manifestly 
intended  for  pedestrians  or  vehicle's 
other  than  automobiles.  In  case  of  a 
panne ,  see  that  your  automobile  is 
placed  on  the  right  side  of  the  road,  or, 
in  narrow  passages,  on  the  sidewalk. 

Roads.—' The  roads  are  generally  good, 
and  there  is  no  difficulty  in  obtaining 
supplies  of  gasoline.  Great  care  must 
be  taken  when  driving  through  villages 
and  when  meeting  other  traffic  on  ithe 
mountain  roads. 

Closed  Roads  and  Open  Passes. — The 
following  routes  are  forbidden  for  auto¬ 
mobiles:  All  the  Alpine  passes;  valley 
roads  at  the  side  of  the  canton  of  Va¬ 
lais.  You  can  go  along  the  Rhone  road 
as  far  as  Brigue,  and  for  the  St.  Goth- 
ard  you  can  go  as  far  as  Goesehenen. 
All  roads  in  the  canton  of  Orisons  are 
forbidden,  also  the  road  to  Lucerne  to 
Briinig  by  way  of  Giswil.  The  Grimsel 
road  from  Hof  is  forbidden.  Also  the 
Frutigen  road  to  Kandersteg,  between 
Reichenbach  to  Kienthal.  The  Diemti- 
gen  road  is  also  forbidden. 

Briinig  Pass. — Open  every  day  from  9 
a.  m.  to  4  p.  m.,  except  Sunday.  Special 
permits  must  be  obtained  from  the  po¬ 
lice  in  Briinig  or  Giswil.  Speed  limit 
10  kilometers  (7  miles)  per  hour. 

St.  Gothard  Pass.— Open  every  day,  in 
the  morning  from  5  a.  m.  to  8  a.  m.  ;  in 
the  evening  from  7  p.  m.  to  9  p.  m. 

Simplon  Pass. — On  June  25.  1906,  the 
Smrplon  Pass  was  opened  to  automo¬ 
biles. 

Only  duly  authorized  chauffeurs  hold¬ 
ing  permits  will  be  allowed  to  make  the 
journey. 

No  crossing  of  the  Pass  by  night  is 
to  be  allowed. 

Before  traversing  the  Pass,  notifica¬ 
tion  must  be  made  to  the  gendarmerie 
of  Brigue  on  the  Swiss  side,  or  to  the 
gendarmerie  of  Gondo  on  the  Italian 
side,  who  will  give  applicants  a  permit, 
on  which  the  rules  and  conditions  are 
printed. 

No  automobile  will  be  allowed  to 
cross  the  Simplon  in  less  than  four 
hours  and  a  half.  Speed  will  be  checked 
by  officials  at  places  on  the  route. 

Automobiles  will  be  allowed  to  cross 
the  Pass  in  June  and  September,  except¬ 
ing  Thursdays.  Saturdays  and  Mondays, 
and  during  July  and  August  every  day 
except  Thursdays. 

Automobiles  meeting  carts  or  car¬ 
riages  must  take  the  outside. 

TURKEY. 

Automobiles  are  not  allowed  in  Tur¬ 
key.  Not  much  is  lost,  however,  as  the 
roads  are  not  adapted  to  automobile 
traffic. 


SPORTS 


CYCLES  IN  EUROPE 


CYCLES  IN  ENGLAND. 

Bicycles  should  be  crated  for  an  ocean  trip. 
The  charge  varies  with  different  lines,  but  the 
expense  is  usually  about  $2.50.  The  roads 
all  over  Europe  are  superb,  and  a  bicycle  is 
an  extremely  convenient  method  of  getting 
around  in  good  weather.  In  England  par¬ 
ticularly  the  distances  are  so  short  that  a  per¬ 
son  who  can  make  forty  or  fifty  miles  in  a  day 
on  a  wheel  can  cover  a  vast  amount  of  terri¬ 
tory  without  waiting  for  the  innumerable 
stops  at  the  inevitable  English  .junctions. 
Bicycling  is  also  a  very  popular  pastime  in 
France.  Bicycles  can  be  hired  anywhere  in 
Europe,  and  if  the  trip  is  not  to  be  professedly 
a  bicycle  trip,  is  is  often  cheaper  to  rent  the 
bicycles.  Motor  cycles  must  be  crated  for  the 
voyage  and  the  charge  is  usually  $5.00.  The 
tank  must  be  empty. 

Cyclists  are  recommended  to  become  mem¬ 
bers  of  the  Cyclists’  Touring  Club  (47,  Victoria 
Street,  Westminster),  as  the  production  of 
membership  ticket  on  landing  at  several 
Continental  ports  and  frontiers  will  insure 
passage  through  Customs  without  payment 
of  duty  or  deposit.  Forms  of  application  for 
membership  may  be  obtained  at  Cook’s 
Tourist  Offices.  Membership  of  the  French 
Touring  Club  will  secure  similar  facilities. 

The  following  are  the  charges  on  Bicycles 
at  owner’s  risk  from  London,  &c.,  to  various 
Continental  ports;  Tandems  and  Tricycles 
are  charged  extra  rates: — London — Calais,  5/-; 
London — Flushing,  5/-;  London  (Harwich) — 
Antwerp,  Hook  or  Rotterdam,  10/-  packed, 
5/-  not  packed;  London  (Harwich) — Ham¬ 
burg,  15/-  packed,  7/6  not  packed;  London 
(Newhaven) — Dieppe,  Rouen,  Havre,  Paris, 
Fecamp,  5/-;  Newhaven — Dieppe,  4/-;  when 
the  gross  weight  of  Baggage,  including  Cycles, 
exceeds  66  lbs.  per  Passenger,  Kd.  per  lb. 
on  any  excess  weight  up  to  a  maximum  of 
30  lbs.  in  the  case  of  a  Bicycle,  45  lbs.  on  a 
Tandem  or  Triplet  Bicycle,  or  60  lbs.  on  a 
Tricycle  or  Bicycle  to  carry  more  than  three 
persons,  is  allowed  upon  the  above-mentioned 
fixed  charges.  London  (Southampton) — 
Havre  or  Cherbourg,  3/-,  Jersey  and  Guernsey 
3/6,  St.  Malo  or  Granville  4/-,  Southampton 
to  Cherbourg  2/-,  Havre,  2/6,  Jersey  and 
Guernsey  2/6,  St.  Malo  or  Granville  3/-,  Thule 
line,  London — Gothenburg,  one  bicycle  free. 

Bicycles  and  Tricycles  can  now  be 
registered  to  towns  in  France  served  by  the 
Nord  Railway;  also  to  Austria,  Belgium, 
Germany,  Holland.  They  are  treated  as 
ordinary  luggage,  and  are  weighed  in  with 
other  registered  luggage,  but  when  excess 
weight  is  chargeable  a  rebate  of  Kd.  per  lb. 
will  be  deducted,  but  are  subject  to  extra 
charges,  as  follows: — 


Tricycles 
or  Tandem 
Bicycles  Bicycles 


To  France  (towns  on 
Nord  Rly.)  via  Calais.. 

Via  Calais  to  Belgian 
towns;  and  Herbesthal 
or  Bleyberg  to  Ger¬ 
many,  and  via  Ger¬ 
many,  except  to  Rus¬ 
sian  towns, Copenhagen 
and  Trieste;  and  Lux¬ 
emburg,  to  Bale.  Lux¬ 
emburg,  Metz,  Mul- 
house,  Strasburg,  and 

Zabern . 

Via  Ostend  to  Bel¬ 
gian  towns;  and  Her¬ 
besthal  or  Bleyberg 
to  Germany,  and  via 
Germany,  except  to 
Russian  towns  and 
Trieste;  and  Luxem¬ 
burg  to  Bale,  Luxem¬ 
burg,  Metz,  Mulhouse, 
Strasburg,  and  Zabern 
Via  Flushing  to  Hol¬ 
land,  Germany,  and  via 
Germany,  except  to 
Russian  and  Scandina¬ 
vian  towns . 

Via  Flushing  to 
Scandinavian  and  Fin¬ 
land  towns,  via  Kiel  or 
via  Lubeck . 


5s.  10s. 

5s.  lOd.  11s.  8d. 

3s.  7d.  7s.  2d. 

5s.  10s. 

7s.  Od.  15s.  Od. 


Cycles  may  also  be  registered  via  Harwich 
to  the  principal  Continental  towns  (except 
to  Russia,  Carlsbad,  Innsbruck  and  to  Swiss 
Stations  beyond  Bale  via  Harwich  and  Ant¬ 
werp). 

The  Baggage  Insurance  advertised  by  Thos. 
Cook  &  Son  includes  insurance  of  Cycles 
against  loss.  ' 

N.  B. — On  entering  countries  where  the 
duty  is  claimed,  to  be  afterwards  refunded 
on  leaving  care  must  be  taken  to  demand  a 
written  declaration  of  intention  to  reclaim 
the  duty,  otherwise  it  will  not  be  refunded. 
Each  bicycle  should  bear  a  number  on  the 
frame,  and  a  name-plate  attached. 

Algeria. — The  charge  of  the  Transatlantic 
S.  S.  Company  for  conveyance  of  a  Cycle  from 
Marseilles  to  Algiers,  or  vice  versa,  is  5  fcs. 
The  duty  is  2  fcs.  50  c.  per  kilo,  refunded  on 
leaving. 

Members  of  the  C.  T.  C.  are  admitted  free 
on  presentation  of  the  Club  Ticket. 

Austria  and  Hungary. — On  entering 
Austria  or  Hungary,  a  duty  of  25  gold  florins 
is  charged,  and  a  receipt  obtained  in  order  to 
reclaim  the  duty  on  leaving  the  country. 
Members  of  the  C.  T.  C.  can  obtain  free  entry 


430 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  431 


on  presenting  the  Special  Customs  Ticket  for 
Austria  or  Hungary,  with  photo,  endorsed  by 
the  Secretary.  A  lead  seal  will  be  attached, 
which  must  not  be  removed. 

Australia. — Used  Cycles  free  if  accom¬ 
panied  by  owner ;  new  cycles  20  per  cent,  ad- 
valorem  duty. 

Belgium. — The  duty  (12%  ad  valorem) 
is  charged,  but  is  refunded  when  leaving. 
Cycles  treated  as  registered  luggage  on  rail¬ 
ways.  Members  of  the  C.  T.  C.  will  not  be 
charged  duty  on  production  of  their  Special 
Customs  Ticket,  with  photo,  endorsed  by  the 
Secretary.  A  fixed  charge  of  70  c.  per  bicycle 
is  made  between  any  two  stations  of  the  Bel¬ 
gium  State  Railways,  or  1  f.  between  stations 
on  the  B.  S.  Railways  and  stations  on  other 
Belgian  Railways. 

Denmark. — Duty,  10%,  must  be  paid  on 
arrival,  and  reclaimed  on  leaving.  Members 
of  C.T.C.  free.  ,  .  ,  ,  u  u 

France. — Duty  on  cycles  is  charged  by  the 
French  Customs  at  the  rate  of  2  f.  20  c.  per 
kilo  but  will  be  refunded  on  leaving  France. 
A  ‘‘consignation”  (returnable  receipt)  must 
be  demanded  and  given  up  at  the  frontier 
on  leaving  France.  Cyclists  of  foreign  coun¬ 
tries  staying  a  limited  time  in  France,  will 
not  be  charged  duty  at  any  French  port  or 
frontier,  but  must  apply  immediately  on 
entering  France  for  a  constat  d’entrde  on  pay¬ 
ment  of  60  centimes,  available  for  three 
months.  On  French  railways  Cycles  are 
accepted  as  passengers’  luggage.  Transport 
of  Cycles  by  Petite  Vitesse  (goods  tram)  is 
charged  at  27  ct.  per  1000  kilos  per  kilometre. 
For  riding  in  France  every  Cycle  must  be 
provided  with  a  plate  containing  the  name 
and  address  of  the  owner,  which  should  be 
fixed  before  leaving  England. 

Germany. — On  entering  Germany  no  duty 
is  charged  unless  the  machines  are  for  com¬ 
mercial  purposes.  Unpacked  bicycles  with 
one  seat  are  on  the  Prussian  State  lines  charg¬ 
ed  at  a  fixed  rate  of  50  pfennige,  to  be  paid 
at  the  Booking  Office  in  exchange  for  a  spe¬ 
cial  ticket,  which  must  be  shown  to  the  official 
in  charge  of  the  luggage  van,  who  will  receive 
the  bicycle.  Cycles  are  not  conveyed  by  all 
express  trains.  All  parcels  and  '  the  lamp 
must  be  removed  from  the  machine.  Pass¬ 
engers  must  take  their  cycles  to  or  from  the 
luggage  van.  In  South  Germany  and  be¬ 
tween  Germany  and  other  countries  cycles 
are  considered  as  passengers’  luggage  weigh¬ 
ing  20  kilos.  On  entering  Alsace-Lorraine 
from  France,  the  duty  (about  30  centimes  per 
kilo)  may  be  demanded,  in  which  case  a  re¬ 
ceipt  should  be  obtained,  which  should  be 
presented  on  leaving  the  country,  in  order  to 
obtain  refund. 

Gibraltar. — No  duty  is  charged  on  Cycles 
arriving  at  Gibraltar. 

Greece. — Duty  15  drachm®,  part  of  which 
will  be  refunded  on  leaving,  on  production  of 
receipt. 

Holland.— The  duty  on  Cycles  entering 
Holland  is  5%  of  their  value;  but  the  mem¬ 
bers  of  the  C.T.C.  and  other  cyclists  accom¬ 
panying  their  machines  will  not  be  charged 
duty.  Cycles  are  treated  as  registered  lug¬ 
gage,  and  charged  for  at  the  ordinary  excess 
luggage  rate  in  force,  and  applying  to  the 
description  of  ticket  held  by  the  passenger, 
viz,  20  cts.  for  any  journey  in  Holland. 
Tandems  are  reckoned  as  weighing  30  kilos 


and  charged  at  ordinary  baggage  tariff.  A 
Safety  Bicycle  is  considered  as  weighing  20 
kilos,  and  a  Tricycle  40  kilos. 

India.; — A  duty  of  5%  is  charged  on  Cycles 
landing  in  India.  Cycles  are  treated  as  re¬ 
gistered  luggage  on  the  railways,  and  not 
charged  for  if  their  weight  and  that  of  the 
other  registered  luggage  does  not  exceed  the 
usual  free  allowance.  In  Ceylon  used  bicycles 
are  admitted  free. 

Italy. — On  entering  Italy  a  declaration  is 
required  that  the  owner  will  only  stay  a 
limited  time  in  the  country,  and  the  duty, 
42  f.  60  (in  gold),  will  be  refunded  at  the  fron¬ 
tier  (in  silver  or  paper)  on  leaving.  Cycles 
are  treated  as  registered  luggage  on  the  rail¬ 
ways,  and  considered  as  weighing  30  kilos, 
or  if  packed  in  a  crate  or  more  than  one  seat 
45  kilos.  Members  of  the  C.T.C.,  the  French 
Touring  Club,  the  Union  Velocip^dique  de 
France,  the  Unione  Velocipedistica  Italiana 
and  Touring  Club  Ciclistico  Italiano  do  not 
pay  duty  if  they  ride  their  cycles  across  the 
frontier,  or  pass  the  cycles  through  a  frontier 
custom  house,  provided  they  obtain  from 
Customs  Officials  a  Certificate  of  Temporary 
Importation,  which  can  only  be  obtained 
personally  at  the  frontier.  If  the  cyclist  is 
resident  abroad  the  certificate  is  available 
for  three  months  only;  if  the  cyclist  is  resi¬ 
dent  in  Italy  the  certificate  is  available  for 
twelve  months.  In  the  latter  case  the  tax, 
10  lire,  must  be  paid.  The  fees  amount  to 
about  1  f.  35  c.  Bicycles  registered  to  any 
interior  town  in  Italy  are  charged  42  fire  60  c., 
and  have  to  pay  1  1.  35c.  for  registration. 
The  duty  is  refunded  on  leaving  Italy.  On 
Italian  railways  the  charge  for  conveyance 
of  Cycles  is  0.464  c.  per  kilometre  per  ton. 
Cycle  accessories  must  be  packed  separately 
unless  belonging  to  members  of  C.  T.  C.  If 
desirous  of  staying  any  length  of  time  in  an 
Itahan  town,  the  owner  of  a  Bicycle  must  give 
notice  at  the  Municipality,  paying  the  tax 
(10  lire),  and  must  conform  to  all  local  regu¬ 
lations. 

New  Zealand. — 20%  duty  ad  valorem. 
Used  Bicycle  accompanied  by  owner  free  if 
in  his  possession  over  12  months. 

Norway. — A  duty  of  30  kroner  must  be 
paid,  and  can  be  reclaimed  on  leaving  the 
country.  Foreigners  can  introduce  cycles 
free  of  duty  on  making  affidavit  that  the 
machine  will  be  taken  out  of  the  country 
within  a  limited  time.  Members  of  the  C.T.C. 
(International  Touring  Club),  Deutscher 
Touring  Club,  Algemeene  Nederlandsche 
Wielrijders  Bond,  and  the  Deutscher  Rad- 
faherr  Bund  can  pass  their  machines  free  of 
duty.  Cycles  are  treated  as  registered  lug¬ 
gage  on  the  railways  (25  kilos  of  baggage  al¬ 
lowed  free) . 

Portugal. — Duty  27%,  which  will  be  re¬ 
funded  on  leaving. 

Russia. — The  duty  is  18  roubles  (about 
57/6)  each  Cycle,  which  will  be  refunded  on 
leaving,  if  a  stamped  declaration  has  been 
made  on  entering  that  a  claim  for  refund  would 
be  made. 

Spain. — The  formalities  attendant  on  tak¬ 
ing  Cycles  into  Spain  render  it  advisable  to 
engage  the  help  of  an  agent  at  the  frontier, 
or  of  the  .International  Agency  at  Hendaye 
or  Cerbere,  in  order  to  correctly  fill  up  the 
Customs  declarations.  Duty  70  pesetas  per 
100  kilos,  which  will  be  refunded  at  the  same 


432 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


frontier  station  on  leaving  if  a  proper  declara¬ 
tion  is  made  at  the  time  of  payment.  Cycles 
conveyed  as  registered  baggage  at  owner’s  risk. 

Sweden. — Duty  25  kr.  (28s.),  refunded 
if  claimed  within  two  months.  A  cycle  for 
personal  use  will  be  admitted  without  duty, 
a  declaration  being  signed  at  the  Custom 
House.  In  all  towns  of  any  importance,  num¬ 
ber  plates  (obtainable  from  the  police  on 
small  payment)  have  to  be  affixed  before 
using  the  cycle. 

Switzerland. — A  duty  of  70  c.  per  kilo 
is  charged  on  entering,  and  refunded  on  leav¬ 
ing.  On  the  railways  machines  are  treated 
as  baggage,  which  is  charged  at  the  rate  of 
50  c.  per  100  kilogrammes  per  kilometre. 
On  the  lake  steamers  a  fixed  charge  varying 
from  50  c.  to  150  is  made  for  any  distance. 
Members  of  the  C.T.C.,  and  principal  clubs 
of  other  countries  are  admitted  without  pay¬ 
ing  duty  on  production  of  their  card  of  mem¬ 
bership  bearing  the  seal  of  the  Society, 
photograph  and  signature  of  holder,  member¬ 
ship  number,  description  and  number  of 
machine  and  name  of  maker,  signature  of 
the  president  of  the  Club.  Membership  of 
the  C.T.C.  can  be  obtained  through  Thos. 
Cook  and  Son’s  Chief  Office,  and  of  the  Tour¬ 
ing  Club  Suisse  through  Thos.  Cook  and  Son, 
Geneva  Office  (Annual  Subscription,  5  f.). 
In  some  towns,  such  as  Geneva  and  Bale, 
number  plates  (obtainable  at  the  Hotel  de 
Ville  on  small  payment)  must  be  affixed  to 
the  machine.  On  the  Lake  of  Lucerne  Steam¬ 
ers  a  charge  of  1  f.  50,  and  on  the  Lake  of 
Geneva  50  c.  is  made  for  Cycles. 

Turkey. — The  duty  on  Cycles  is  8%  on 
value. 

United  States  of  America. — The  duty 
on  Cycles  is  45  per  cent.  Members  of  the 
C.T.C.  can  have  one  cycle  admitted  free  on 
production  of  Special  Club  Customs  Ticket, 
with  photo,  endorsed  by  the  Secretary. 

Ourcuts  pages  433,  434  show  some  excellent 
paraphernalia  for  the  traveler.  The  photo¬ 
graphs  were  made  by  Messrs.  Brooks  Bros., 
New  York  City,  from  goods  in  their  store. 
The  upper  left-hand  picture  represents  an 
English  collapsible  kit  bag  which  is  a  most 
useful  form  of  the  carry-all.  The  upper 
right-hand  engraving  represents  a  hat  hox 
adapted  to  carry  silk,  derby,  straw  hats,  caps, 
etc.  It  is  most  conveniently  arranged  and 
it  does  not  form  a  heavy  piece  of  baggage. 
The  English  gardening  baskets  are  particu¬ 
larly  useful  in  gathering  wild  flowers,  ferns, 
mushrooms,  etc.,  and  can  conveniently  be 
carried  in  an  automobile.  The  lower  corner 
is  occupied  by  a  huntsman’s  boot  kit,  and 
contains  boots,  brushes,  oil,  boot  hooks,  etc. 
On  the  next  page  will  be  found  engravings  of 
luncheon  baskets,  camping  outfits,  etc.;  the 
upper  left-hand  engraving  shows  a  luncheon 
basket  lined  to  exclude  dust,  and  fitted  for 
from  two  to  eight  persons.  The  cost  of  such 
a  basket  varies  from  $10.00  to  $100.00.  The 
upper  right-hand  engraving  shows  a  folding 
spirit  lamp,  which  is  very  handy  for  travelers, 
as  it  is  contained  in  a  neat  leather  case.  At 
the  lower  right-hand  corner  will  be  seen  a 
tea  basket  fitted  for  from  two  to  six  persons; 
baskets  like  this  are  also  made  in  combination 
for  automobiling,  coaching  and  outing.  The 
expense  of  a  tea  basket  like  this  is  approxi¬ 
mately  the  same  as  a  luncheon  basket.  A 
camp  cooking  outfit  which  is  arranged  to  fit 


compactly  into  a  single  covered  pail  is  seen 
at  the  lower  left-hand  corner.  Such  an  outfit 
costs  anywhere  from  $12.50  to  $27.00. 

CONTINENTAL  GOLF  CLUBS 


Club. 

Holes. 

Season. 

France — ■ 

Hyeres . 

18 

winter 

(Costebelle) . 

18 

“ 

Le  Touquet . 

18 

summer 

Nice . 

18 

winter 

Paris . 

18 

all  year 

Pau . 

18 

winter 

St.  Jean  de  Luz . 

18 

i  i 

Valescure . 

9 

“ 

Vittel . 

9 

summer 

Germany — 

Baden-Baden . 

9 

n 

Berlin . 

9 

a 

Bremen . 

9 

n 

Cologne . 

— 

— 

Dresden . 

9 

summer 

Hamburg . 

9 

all  year 

(Wentorf-Reinbek).  . 

9 

Homburg . 

18 

summer 

Kiel . 

9 

— 

Kissingen . 

— 

summer 

Nauheim . 

9 

a 

Wildungen . 

9 

it 

Holland — 

Arnheim . 

9 

a 

Doom . 

9 

ti 

Haarlem . 

<4 

Hague  (The) . 

9 

44 

Hilversum . 

9 

44 

Leeuwarden . 

— 

— 

Scheveningen . 

9 

— 

Italy — 

Dervio . 

9 

spring,  autm. 

Florence . 

9 

winter 

Rome . 

9 

44 

San  Remo . 

9 

44 

Malta — 

Malta . 

9 

_ 

Portugal — 

Oporto . 

— 

— 

Russia — ■ 

Moscow . 

— 

— 

St.  Petersburg . 

9 

summer 

Spain — 

Gibraltar . 

9 

— 

Sweden — 

Gothenburg . 

6 

summer 

Switzerland — 

Interlaken . 

9 

44 

Lucerne . 

9 

“ 

Maloja . 

9 

44 

Montana . 

18 

/  ** 

Montreux . 

9 

Oct,  June 

Regaz . 

9 

summer 

St,  Moritz . 

9 

44 

Samaden . 

18 

44 

Fire-arms. — Travelers  are  allowed  to 
take  into  France  with  them,  as  part  of 
their  personal  luggage,  one  sporting 
gun,  one  sporting  rifle,  and  one  revolver 
or  pistol  not  under  6  inches  in  length, 
on  declaring  same  to  be  their  pricate 
property.  Fire-arms  cannot  be  conveyed 
through  Italy  in  personal  luggage.  Car¬ 
tridges  must  not  be  conveyed  by  train 
or  by  mail  steamer. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


433 


SOME  CONVENIENT  TRAVELING  KITS. 
For  Motoring  or  Hunting  Trips.  (See  page  4320 


434 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


LUNCHEON,  TEA  AND  CAMPING  KITS.  (See  page  432) 


PRACTICAL  GUIDE  TO  LONDON 


BY  FREDERICK  A.  A.  TALBOT,  OF  HOVE, 

SUSSEX,  ENGLAND,  ENGLISH  CORRE¬ 
SPONDENT  OF  THE  SCIENTIFIC  AMER¬ 
ICAN. 

Loudon,  the  capital  city  of  the  Brit¬ 
ish  Isles,  has  an  area  of  (J93  square 
miles,  which  has  expanded  on  all  sides 
from  the  site  of  the  “City,”  or  London 
of  ancient  times,  which  is  barely  a 
square  mile  in  extent.  The  traditional 
city  was  bounded  by  a  wall,  which  the 
Romans  built,  and  of  which  some  por¬ 
tions  may  still  be  observed  here  and 
there,  as,  for  instance,  in  the  church¬ 
yard  of  St.  Giles’  Cripplegate  and  at 
the  Tower.  Access  to  the  city  was  af¬ 
forded  by  a  number  of  gates,  of  which, 
however,  all  traces  have  disappeared, 
and  the  sites  of  which  can  only  now  be 
traced  by  the  names,  viz. :  Ludgate, 
Aldgate,  Bishopsgate,  and  so  on.  The 
city,  or  ancient  square,  is  essentially 
the  business  quarter,  for  its  residen¬ 
tial  population  is  approximately  only 
25,000;  but  over  a  million  and  a  quar¬ 
ter  people  pour  in  and  out  of  this  small 
area  every  week-day  morning  and  eve¬ 
ning. 

The  cost  of  a  sojourn  in  London  is 
often  stated  to  be  expensive,  but  such 
is  entirely  governed  by  the  habits  and 
tastes  of  the  traveler.  Accommoda¬ 
tion  can  be  found  to  meet  the  require¬ 
ments  of  every  purse.  The  Blooms¬ 
bury  district,  comprising  the  large  area 
immediately  contiguous  to  the  British 
Museum,  and  within  easy  reach  of  the 
shopping  and  amusement  centers,  is 
that  most  favored  by  American  tour¬ 
ists,  though  since  the  Great  Western 
Railway  have  handled  the  American 
traffic  from  Fishguard,  at  which  port 
the  Cunard  liners  call,  and  also  that 
of  the  German,  White  Star,  and  other 
lines,  at  Plymouth,  the  Bayswater  dis¬ 
trict  around  Paddington  station,  the 
London  terminus  of  the  Great  West¬ 
ern  Railway,  has  sprung  very  much 
into  favor.  In  these  districts  apart¬ 
ments  comprising  room  and  board  can 
be  secured  at  £2,  £3  and  £4  weekly. 
If  only  a  room  and  breakfast  are  re¬ 
quired  then  the  -terms  may  be  as  low 
as  21s.  or  25s.  per  week,  the  remainder 
of  the  meals  being  taken  at  a  hotel 
or  restaurant  as  desired ;  and  which, 
it  may  be  mentioned,  is  a  system  pos¬ 


sessing  many  recommendations.  The 
same  applies  to  the  hotels,  there  being 
many  establishments  where  one  can 
live  and  board  economically  and  com¬ 
fortably  for  about  $2  per  day,  the 
terms  including  room,  breakfast,  lunch¬ 
eon.  tea,  dinner,  and  attendance.  The 
middle-class  hotels  offer  excellent  fa¬ 
cilities  for  about  $3  per  day,  while 
at  the  first-class  hotels  the  prices  range 
from  $5  upward  per  day,  according  to 
the  situation  of  the  room. 

In  the  suburbs  excellent  private  ac¬ 
commodation  can  be  secured,  but  such 
should  only  be  resorted  to  when  a  fair¬ 
ly  lengthy  stay  is  contemplated.  The 
visitor  arriving  in  London,  and  who 
only  intends  to  spend  a  few  days  there¬ 
in,  should  select  a  hotel,  resorting  to 
a  boarding  house  near  the  British  Mu¬ 
seum  for  a  sojourn  of  a  \y.eek  or  two. 
The  more  suburban  districts  have  the 
advantage  of  being  quiet,  secluded  cen¬ 
ters,  within  cheap  and  easy  access  of 
the  city  and  the  west  end  of  the  me¬ 
tropolis. 

On  reaching  the  metropolis  the  trav¬ 
eler  can,  if  he  desires,  drive  direct  to 
his  hotel  with  his  baggage.  If  the 
latter  is  not  bulky,  a  taxicab  or  han¬ 
som  cab  will  be  the  most  convenient 
and  expeditious.  In  order  to  be  saved 
from  exorbitant  charges  by  the  latter, 
the  traveler,  upon  reaching  his  hotel, 
should  request  the  hall  porter  to  as¬ 
certain  the  legal  fare  due,  giving  the 
point  from  which  he  has  been  driven, 
and  in  this  manner  disputes  can  be 
avoided.  The  cab  fares  are  levied  ac¬ 
cording  to  a  schedule  prepared  by  the 
police  department,  and  adherence  to 
these  scales,  whether  by  time  or  dis¬ 
tance,  is  very  rigidly  enforced.  If  the 
visitor  is  ever  in  doubt  as  to  the  cor¬ 
rectness  of  the  fare  demanded  he  should 
not  hesitate  to  refer  the  matter  to  a 
policeman,  who  will  promptly  deter¬ 
mine  the  legality  or  otherwise  of  the 
cabman’s  demands. 

Should  a  party  of  visitors,  or  family, 
wish  to  travel  by  vehicle  to  a  certain 
hotel  or  boarding  house,  the  cheapest 
and  most  expeditious  means  is  to  char¬ 
ter  one  of  the  railway  private  omni¬ 
buses.  This  can  be  done  in  advance, 
by  notifying  the  officials  at  the  port 
of  disembarkation,  and  when  the  train 


435 


436 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


reaches  its  destination  the  vehicle  will 
be  waiting  alongside.  These  private  ve¬ 
hicles  will  carry  six  or  eight  passen¬ 
gers,  together  with  about  half  a  ton 
of  baggage,  and  the  cost  of  such  trans¬ 
portation  for  a  distance  up  to  four 
miles  will  only  aggregate  a  few  shil¬ 
lings — about  half  the  cost  by  any 
other  conveyance. 

In  the  matter  of  transportation  Lon¬ 
don  is  one  of  the  best  and  most  ade¬ 
quately  provided  cities  in  the  world. 
Moreover,  travel  is  cheap.  Seventeen 
trunk  railways  have  termini  in  Lon¬ 
don,  there  is  an  intricate  and  complete 
network  of  local  lines  serving  nearly 
four  hundred  stations  in  the  suburbs, 


Antwerp,  Hamburg,  Rotterdam,  and 
other  Continental  ports)  :  also  con¬ 
nected  with  the  North  of  England  and 
Scottish  Railway  systems. 

Great  Eastern,  Liverpool  Street, 
near  Bank  of  England.  Trains  to  the 
eastern  counties  between  the  north 
bank  of  the  Thames  and  the  Wash, 
including  such  centers  as  Cambridge, 
Ely,  Ipswich,  Norwich,  Peterborough, 
Yarmouth,  Lowestoft,  Southend,  etc. 
Daily  steamship  service  between  Lon¬ 
don  and  Rotterdam  via  Harwich,  by 
the  Hook  of  Holland  Route. 

Great  Northern  Railway,  King’s 
Cross,  N.  W.  The  East  Coast  route 
to  Scotland ;  also  serves  Peterborough, 


jja.  \  -y. — — - 

'Ygfjg. 

t  :  ill 

m  n  I  Bt 

BUSY  LONDON  BRIDGE 

while  cabs,  omnibuses — both  horse  and 
power — a  street  tramway  service 
stretching  over  a  large  mileage,  serves 
the  ten  thousand  or  more  streets,  and 
numerous  underground  electric  tubes 
and  railways  afford  rapid  and  cheap  in¬ 
tercommunication  with  various  points. 
The  following  are  the  great  trunk  rail¬ 
ways  and  their  termini  in  London  : 

Great  Central  Railway,  Marylebone 
Station,  W.  Trains  to  Liverpool,  Man¬ 
chester,  Sheffield.  Nottingham,  Strat¬ 
ford-on-Avon,  Grimsby  (from  which 
port  there  is  a  steamship  service  with 


TEEMS  WITH  TRAFFIC 

Nottingham,  Leeds,  York,  Newcastle 
and  the  Tyne. 

Great  Western  Railway,  Paddington 
Station,  W.  Serving  the  whole  of  the 
West  of  England,  between  London  and 
Penzance,  South  Wales,  the  upper 
reaches  and  beauty  spots  of  the 
Thames :  Oxford,  Henley,  Bath,  Bris¬ 
tol.  Plymouth,  Birmingham,  Chester, 
Birkenhead,  Stratford-on-Avon,  War¬ 
wick,  etc.  This  railway  possesses  the 
new  route  between  Fishguard  (where 
the  Cunard  liners  disembark  passen¬ 
gers  on  the  eastward  journey)  and 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


437 


London.  Plymouth  is  the  point  of  dis¬ 
embarkation  for  White  Star  and  Ger¬ 
man  liners  on  the  eastward  journey. 
Steamship  service  between  Fishguard 
and  Ireland,  for  Killarney,  Weymouth 
and  the  Channel  Islands,  Plymouth 
and  Brest. 

London  and  North  Western,  Euston, 
N.  W.  The  West  Coast  route  to  Scot¬ 
land.  Trains  to  Liverpool,  the  Eng¬ 
lish  Lake  district,  Manchester,  North 
Wales,  Stafford,  Birmingham,  Peter¬ 
borough,  Northampton,  Rugby,  Ban¬ 
bury,  Oxford,  Leamington,  etc.  The 
main  route  between  London  and  Liver¬ 
pool  for  the  trans-Atlantic  steamship 
service;  also  between  Holyhead  and 
London.  Steamship  service  between 
Holyhead  and  Dublin  in  connection 
with  the  overland  route  between  Lon¬ 
don  and  Queenstown  in  connection 
with  the  trans-Atlantic  steamship  ser¬ 
vice. 

London  and  South  Western,  Water¬ 
loo,  S.  E.  Serves  the  whole  of  the 
Southwest  of  England  between  London 
and  Plymouth.  Trains  to  Windsor, 
upper  reaches  of  the  Thames  :  Ports¬ 
mouth,  Guildford,  Winchester.  Salis¬ 
bury,  Exeter,  Plymouth,  Isle  of  Wight, 
Bournemouth,  New  Forest,  etc.  South¬ 
ampton  is  the  port  of  arrival  and  de¬ 
parture  for  several  Atlantic  lines. 
Steamship  service  between  London  and 
Channel  Islands,  St.  Malo,  Cherbourg 
and  Havre  (for  Paris)  via  Southamp¬ 
ton. 

London,  Brighton  &  South  Coast 
Railway,  Victoria  (West  End),  and 
London  Bridge  (.city).  Serving  re¬ 
sorts  on  south  coast,  between  Hast¬ 
ings  and  Portsmouth,  including  East¬ 
bourne,  Brighton,  Worthing,  Southsea  ; 
also  Chichester,  Arundel.  Leatherhead, 
Dorking,  Guildford,  Tunbridge  Wells. 
Steamship  service  twice  daily  between 
London  and  Paris  via  Newhaven  and 
Dieppe. 

London,  Tilbury  and  Southend 
Railway,  Fenchurch  Street,  E.  C. 
Serving  places  along  the  north  bank 
of  the  Thames  as  far  as  Southend  and 
Shoeburyness.  Passengers  embarking 
and  landing  at  Tilbury,  in  connection 
with  trans-Atlantic  steamers  arriving 
in  the  Thames,  travel  by  this  line. 

Midland  Railway,  St.  Paneras, 
N.  W.  Route  to  Scotland,  passing 
through  the  central  counties  of  Eng¬ 
land,  and  serving  Northampton.  Leices¬ 
ter,  Birmingham,  Lincoln,  Sheffield, 
Leeds,  Bradford,  Carlisle,  the  Peak 
district,  English  Lakes;  also  stations 


in  the  north  of  Ireland,  between  Bel¬ 
fast  and  Londonderry.  Mail  steam¬ 
ship  service  between  London  and  Bel¬ 
fast  via  Heysham,  and  between  Bel¬ 
fast,  Barrow,  and  Isle  of  Man. 

North  London  Railway,  Broad 
Street,  E.  C.  A  suburban  service  in 
the  northwestern  districts  of  London  ; 
also  direct  communication  between  the 
city  and  North  of  England,  by  the 
London  and  Northwestern  Railway. 

South  Eastern  and  Chatham  Rail¬ 
way.  Six  termini  in  London :  Victo¬ 
ria  and  Charing  Cross  (West  End), 
Holborn  Viaduct,  Ludgate  Dill,  St. 
Paul’s,  and  Cannon  Street  (city). 
Trains  to  all  parts  of  southeastern 
counties,  including  Gravesend,  Strood. 
Rochester,  Whitstable,  Ramsgate,  Mar¬ 
gate,  Deal,  Dover,  Folkestone,  Wiu- 
chelsea,  Hastings,  Tunbridge  Wells, 
Canterbury,  Maidstone,  Dorking.  Ex¬ 
cellent  suburban  service  on  south  side 
of  river.  Shortest  and  most  direct 
route  between  Loudon  and  the  Conti¬ 
nent.  Twenty  services  daily :  Dover 
and  Calais,  for  Paris  (twenty-mile  sea 
passage,  one  hour)  :  Folkestone  and 
Boulogne,  for  Paris,  Dover  and  Os- 
tend,  Queenborough  and  Flushing. 
Trains  to  all  parts  of  the  Continent 
connect  with  the  boats  at  Continental 
ports. 

The  quickest  and  simplest  means  of 
traveling  about  London — that  is,  the 
area  of  the  greatest  sight-seeing  in¬ 
terest  to  the  tourist — is  by  means  of 
the  electric  underground  railways, 
which  are  to  the  English  metropolis 
what  the  subway  is  to  New  York. 
They  bring  the  City  and  West  End 
into  direct  communication,  and  also 
link  up  the  various  terminal  stations 
of  the  great  trunk  railways.  More¬ 
over,  there  are  several  junctions  where 
the  underground  systems  cross  one  an¬ 
other,  and  at  such  points  there  is  in¬ 
tercommunication  by  means  of  sub¬ 
ways.  Travel  is  greatly  facilitated  by 
the  issue  of  through  tickets,  which 
save  the  traveler  procuring  a  new 
ticket  for  respective  railways.  The 
underground  railways  are  as  follows  : 

The  Metropolitan  and  District.  The 
main  system  of  these  combined  rail¬ 
ways  forms  an  irregular  oval,  called 
the  “Inner  Circle,”  which  links  the 
City  with  the  fashionable  West  End; 
also  affords  communication  between 
the  termini  of  the  trunk  railways.  The 
line  runs  parallel  with  the  main  ar¬ 
teries  of  traffic,  such  as  the  Strand 
and  Fleet  Street.  Starting  from  Char- 


438 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


ing  Cross,  which  is  the  most  conveni¬ 
ent  center,  the  stations,  traveling  east¬ 
ward,  are : 

Charing  Cross: — Junction  with  Bakerloo  Tube 
and  South  Eastern  Railway. 

Temple. 

Blackfriars: — Junction  with  South  Eastern 
and  Chatham  Railway,  convenient  for 
Fleet  Street,  Ludgate  Hill,  St.  Paul’s  Cathe¬ 
dral,  Thames  Embankment  (eastern  end), 
Queen  Victoria  Street. 

Mansion  House: — For  St.  Paul’s  Cathedral 
Bank  of  England,  Mansion  House  and  City. 

Cannon  Street: — Junction  with  South  Eastern 
and  Chatham  Railways;  convenient  for 
city, also  “  London  Stone,”  oldest  memorial 
of  London  in  existence,  built  into  wall  of 
St.  Swithin’s  Church,  opposite  station. 

Monument: — For  London  Bridge,  Monument, 
Billingsate  Market,  and  south  side  of  river. 

Mark  Lane: — For  Tower  of  London,  Mint, 
Tower  Bridge. 

Aldgate:- — For  east  end  of  city. 

Bishopsgate: — For  Bishopsgate  Street,  U.  S. 
Consul,  12  St.  Helen’s  Place,  also  subway 
connection  with  Great  Eastern  and  North 
London  Railways. 

Moorgate  Street: — For  London  Wall,  City, 
Bank  of  England.  Guildhall.  In  proximity 
to  the  electric  City  and  South  London,  and 
Great  Northern  and  City  Tubes. 

Aldersgate  Street: — for  Charterhouse,  St. 
Giles’  Church,  Cripplegate,  Smithfield 
Market,  General  Post  Office. 

Farringdon  Street: — For  Holborn. 

King's  Cross: — Subway  connection  with 
King’s  Cross,  and  St.  Pancras  (termini  of 
Great  Northern  and  Midland  Railways),  also 
City  and  South  London  Tube. 

Gower  Street: — For  Euston  Station  (London 
and  North  Western  Railway). 

Portland  Road: — For  Regent’s  Park  and 
Zoological  Gardens. 

Baker  Street: — A  busy  junction  involving 
changes  for  extension  lines  of  the  Under¬ 
ground  to  St.  John’s  Wood,  Willesden, 
etc.,  junction  with  Bakerloo  Tube,  and  also 
close  to  Marylebone  Station  of  the  Great 
Central  Railway. 

Edgware  Road:— Change  for  Extension  Line 
to  Westbourne  Park  and  Hammersmith. 

Praed  Street: — Subway  connection  with 
Paddington  Station,  Great  Western  Rail¬ 
way. 

Queen’s  Road: — For  the  shipping  district  in 
Westbourne  Grove. 

Notting  Hill  Gate: — For  Kensington  Gardens. 

High  Street,  Kensington: — For  Kensington 
Gardens  and  Palace. 

Gloucester  Road: — Junction  with  under¬ 
ground  line  to  Earl’s  Court  and  Hammer¬ 
smith. 

South  Kensington: — For  Victoria  and  Albert 
Museum,  Imperial  Institute,  Albert  Hall; 
change  for  Earl’s  Court  and  Exhibition. 
Junction  with  Piccadilly  Tube. 

Sloane  Square. 

Victoria: — Connection  with  Victoria  Station 
(terminus  of  London,  Brighton  and  South 
Coast  Railway,  and  South  Eastern  and 
Chatham  Railways).  Convenient  for  Buck¬ 
ingham  Palace,  Piccadilly,  Roman  Catholic 
Cathedral. 

St.  James  Park: — For  St.  James  and  Green 
Parks. 


Westminster: — For  Westminster  Bridge, 
Houses  of  Parliament,  Whitehall  and  Tra¬ 
falgar  Square,  Westminster  Abbey. 

Charing  Cross: — In  addition  to  these  there  are 
short  branches  from  the  Inner  Circle,  that 
on  the  east  going  from  Aldgate  to  Barking 
to  link  up  with  the  London  Tilbury  and 
Southend  Railway;  the  Northwest  Exten¬ 
sion  from  Baker  Street  to  West  Hampstead, 
Kilburn,  etc.;  on  the  west  to  Hammersmith, 
Richmond,  Shepherd’s  Bush  and  West¬ 
bourne  Park;  on  the  southwest  to  Putney 
and  Wimbledon. 

The  Central  London  Electric  Railway, 
a  tube  running  in  almost  a  straight  line 
from  the  Bank  of  England  in  the  City,  about, 
six  miles  to  Shepherd’s  Bush  where  is  a 
station  at  gates  of  the  Exhibition  Grounds. 
The  stations  from  the  Bank  are  as  follows: 
Bank: — For  Bank  of  England  and  City. 

Post  Office: — For  Newgate  Street,  Central 
Criminal  Court,  General  Post  Office,  St. 
Paul’s  Cathedral,  Ludgate  Hill,  Cheapside. 
Chancery  Lane:— For  Lincoln’s  Inn,  Gray’s 
Inn,  Law  Courts,  Holborn,  Fleet  Street, 
Strand. 

British  Museum: — For  British  Museum, 
Shaftesbury  Avenue,  and  New  Oxford 
Street. 

Tottenham  Court  Road: — For  Charing  Cross, 
National  Picture  Gallery  and  Trafalgar 
Square,  Tottenham  Court  Road  and  Oxford 
and  New  Oxford  Streets;  junction  with 
Hampstead  Tube. 

Oxford  Circus: — Center  of  shopping  district 
comprising  Regent,  and  Oxford  Streets; 
junction  with  Bakerloo  Tube. 

Bond  Street: — For  Wallace  Collection,  shops 
and  picture  galleries  of  Bond  Street. 

Marble  Arch: — For  Hyde  Park. 

Lancaster  Gate: — For  Hyde  Park  and  Ken¬ 
sington  Gardens;  Paddington  Station  near 
by. 

Queen’s  Road: — For  shopping  district  around 
Westbourne  Grove,  and  Kensington  Gar¬ 
dens  and  Palace. 

Nottinghill  Gate. 

Shepherd’s  Bush: — Connection  with  trams 
running  to  Hampton  Court. 

Wood  Lane: — For  Exhibition  at  Shepherd’s 
Bush. 

The  City  and  South  London  Railway  runs 
from  the  southern  suburb  of  Clapham, 
through  the  city,  at  right  angles  to  the  other 
lines,  as  far  as  Euston  Station.  The  stations 
are: 

Clapham  Common. 

Clapham  Road. 

Stoekwell: — for  the  suburban  shopping  dis¬ 
trict  of  Brixton 

Oval: — For  Oval  Cricket  Ground. 
Kennington. 

Elephant  and  Castle: — Junction  with  Baker¬ 
loo  Tube  running  to  Baker  Street. 

Borough: — Borough  for  St.  George’s  Church. 
London  Bridge: — Junction  with  London, 
Brighton,  and  South  Coast  and  South 
Eastern  and  Chatham  Railways;  also 
south  side  of  London  Bridge  and  Southwark 
Cathedral. 

Bank: — For  Bank  of  England  and  City;  junc¬ 
tion  with  Central  London  and  Waterloo  and 
City  Tubes. 

Moorgate: — For  London  Wall,  Liverpool 
Street  Station,  Guildhall;  junction  with 
Great  Northern  and  City  Tube. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


439 


Old  Street: — Junction  with  Great  Northern 
and  City  Tube. 

City  Road. 

Angel: — For  Agricultural  Hall. 

King’s  Cross: — Junction  with  Piccadilly  Tube 
and  District  Underground  Railways;  also 
Great  Northern  and  Midland  Trunk  Rail¬ 
ways. 

Euston: — Connection  with  London  and  North¬ 
western  Railway;  also  junction  with 
Hampstead  Railway  running  to  Highgate 
and  Golder’s  Green. 

The  Hampstead  Tube  starts  from  Charing 
Cross,  and  runs  to  the  northwest  of  London 
through  Camden  Town,  where  the  line 
bifurcates,  the  left  arm  running  to  Golder’s 
Green,  and  the  right  to  Highgate.  The 
stations  are  as  follows: 

Charing  Cross: — Junction  with  South  Eastern 
&  Chatham  Trunk  Railway. 

Leicester  Square: — For  Piccadilly  and  the 
theatres;  junction  with  Piccadilly  Railway. 
British  Museum: — For  British  Museum  and 
New  Oxford  Street  and  Holborn;  junction 
with  Central  London  Railway. 

Goodge  Street: — For  Tottenham  Court  Road. 
Warren  Street: 

Euston:— Connection  with  London  and  North 
Western  Railway  and  City  and  South  Lon¬ 
don  Tube. 

Mornington  Crescent: 

Camden  Town: — The  line  divides  at  this 
point.  The  eastern  section  runs  through 
South  Kentish  Town,  Kentish  Town,  Tufnel 
Park  to  Highgate.  The  western  branch 
runs  through  Chalk  Farm,  Belsize  Park, 
Hampstead  to  Golder's  Green. 

The  Bakerloo  Tube  starts  at  the  Elephant 
and  Castle  on  the  south  side  of  the  river  and 
runs  in  a  northwesterly  direction  to  Edgware 
Road.  The  stations  are  as  follows: 

Elephant  and  Castle. 

Westminster  Bridge  Road: — For  Lambeth 
Palace,  Westminster  Bridge  (south  side). 
Charing  Cross: — Junction  with  District  Under¬ 
ground  and  also  South  Eastern  and  Chat¬ 
ham  Railways. 

Trafalgar  Square: — For  National  Gallery, 
Strand,  Trafalgar  Square,  Whitehall,  Pic¬ 
cadilly.’ 

Piccadilly  Circus: — For  Piccadilly,  Leicester 
Square,  Regent’s  Street,  and  theatres ; 
junction  with  Piccadilly  Tube. 

Oxford  Circus: — For  shopping  district  around 
Oxford  and  Regent  Streets;  junetibn  with 
Central  London  Railway. 

Regent’s  Park: — For  Regent’s  Park,  Zoo¬ 
logical  Gardens  and  Botanical  Gardens. 
Baker  Street: — Junction  with  District  Under¬ 
ground  Railway. 

Marylebone: — For  Marylebone  Station  of 
Great  Central  Railway  Edgware  Road. 
Another  important  electric  line  is  the 
Piccadilly  Tube  running  from  Hammersmith 
through  the  shopping  districts  of  the  Bramp¬ 
ton  Road  and  Strand,  thence  north-eastwards 
across  the  metropolis  to  Finsbury  Park.  The 
stations  are  as  follows: 

Hammersmith : — J  unction  with  district  Under¬ 
ground  Railway. 

Baron’s  Court. 

Earl’s  Court: — Connecting  with  LTnderground 
Railway  South  Kensington.  Earl’s  Court 
Exhibition. 


Gloucester  Road: — Adjoining  District  Rail¬ 
way. 

Brampton  Road: — For  Victoria  and  Albert 
Museum,  Albert  Hall. 

Knightsbridge: — For  Hyde  Park. 

Hyde  Park  Corner: — For  Hyde  Park,  Buck¬ 
ingham  Palace,  and  Green  Park. 

Down  Street: 

Dover  Street: — For  Piccadilly. 

Piccadilly  Circus: — For  Leicester  Square, 
Haymarket,  Regent’s  Street;  junction  with 
Bakerloo  Tube. 

Leicester  Square: — For  Charing  Cross  and 
Trafalgar  Square;  junction  with  Hamp¬ 
stead  Tube. 

Covent  Garden : — For  Covent  Garden  Market 
Holborn: — A  short  branch  runs  south  to  the 
next  station  Strand  in  the  thoroughfare 
of  that  name  near  the  Law  Courts. 

Russell  Square. 

King’s  Cross: — Junction  with  District  Under¬ 
ground  and  Great  Northern  and  Midland 
Railways. 

York  Road: — For  Metropolitan  Cattle  and 
“Pedlar’s  Market.’’ 

Caledonian  Road: 

Holloway  Road: 

Gillespie  Road: 

Finsbury  Park: — Junction  with  Great  North¬ 
ern  and  City  Railway. 

The  Great  Northern  and  City  Railway  is  a 
short  line  running  from  Moorgate  Street, 
where  it  connects  with  the  City  and  South 
London  and  Underground  Railways,  north¬ 
wards  to  Finsbury  Park.  The  stations  are: 
Moorgate  Street: 

Old  Street: 

Essex  Road : 

Highbury: 

Drayton  Park: 

Finsbury  Park: — junction  with  Piccadilly 
Tube. 

There  is  an  electric  “L”  line  on  the  London, 
Brighton  &  South  Coast  Railway,  connecting 
Victoria  with  London  Bridge.  This  route  is 
semicircular,  passing  through  the  suburbs 
of  Clapham,  Wandsworth,  Brixton,  Peckham, 
and  Bermondsey. 

By  means  of  the  network  of  underground 
railways  it  is  possible  for  the  visitor  to  reach 
any  point  of  interest  quickly,  easily  and  cheap¬ 
ly.  On  a  wet  day  this  is  especially  advan¬ 
tageous,  for  one  is  able  to  travel  in  the  dry. 
For  the  convenience  of  travelers  the  various 
companies  have  prepared  a  complete  map  of 
the  whole  of  the  system,  whereon  each  rail¬ 
way  is  represented  in  a  distinctive  color 
By  consulting  this  map  placed  on  the  wall 
at  every  Underground  station,  the  visitor 
can  plan  his  journey  and  secure  a  through 
ticket.  Care  must  be  observed  whenever 
traveling  in  London  to  keep  tickets  carefully, 
as  no  transfers  are  issued  (with  one  or  two 
exceptions)  either  in  railway,  tram,  or  omni¬ 
bus,  the  ticket  being  clipped  as  one  passes  the 
barrier  leading  from  one  railway  system  to 
another  and  finally  surrendered  on  leaving  the 
station  of  destination. 

Steamboats. — There  is  no  regular  service  of 
stexmboats  on  the  Thames,  efforts  to  establish 
such  upon  a  paying  basis,  both  by  private  and 
municipal  enterprise,  having  proved  abortive. 
During  the  summer  season,  however,  mag¬ 
nificent  and  roomy  vessels  run  down  the  river 
from  London  Bridge  calling  at  Tilbury,  to 
Southend,  Margate,  Ramsgate,  Deal,  Dover, 


440 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Clacton,  Felixtowe,  Lowestoft,  Yarmouth,  and 
at  specified  times  make  trips  to  Ostend  and 
Boulogne.  The  boats  leave  London  Bridge 
early  in  the  morning  and  return  late  in  the 
evening  of  the  same  day.  The  fares  are  cheap 
Full  details  as  to  times  and  fares  are  publish¬ 
ed  in  the  daily  press.  These  trips  afford  an 
excellent  opportunity  for  seeing  the  shipping 
on  the  Thames,  the  docks;  and  also  pass  many 
places  of  great  historical  and  traditional  in¬ 
terest.  Similarly  during  the  season  trips 
are  made  to  Hampton,  Kew,  Richmond,  etc.; 
and  on  the  higher  reaches  of  the  river  trips 
are  made  from  Oxford  every  day  (Sundays 
excepted)  through  ninety  miles  of  the  de¬ 
lightful  Thames  scenery,  visiting  such  places 
as  Kingston  and  Henley.  The  full  journey 
occupies  about  two  days,  but  the  boats  can 
be  joined  and  left  at  any  intermediate  stop¬ 
ping  place,  and  combined  railway  and  steam¬ 
boat  day  trips  are  advertised. 

Cabs. — The  metropolis  is  well  supplied 
with  cabs.  These  comprise  taxicabs,  both 
motor  and  horse  drawn,  accommodating  two 
or  four  passengers,  hansoms,  and  four-wheeled 
vehicles  or  "growlers”  When  one  has  bulky 
luggage  the  last  named  should  be  used.  A 
circle  is  drawn,  four  miles  in  radius,  from 
Charing  Cross,  known  as  the  four-mile-radius, 
and  the  charges  within  this  area,  (set  by  the 
Police  Department),  are  as  follows: — 
Taximeter  motor  cabs: 

One  or  two  persons  (two  children  under 
ten  years  counting  £  '•  one  person)  for  a 
distance  not  exceeding  one  mile,  or  for 


time  not  exceeding  ten  minutes . 8d. 

For  each  additional  quarter  of  a  mile  or 
time  not  exceeding  2 £  mins,  or  less  in 

time  and  distance . 2d. 

Each  additional  person  above  two,  the 

whole  journey . 6d. 

Packages  carried  outside,  each . 2d. 

Bicycles,  etc . 6d. 

For  taximeter  hansom  or  two  wheeled 
horse-cabs : 

Not  exceeding  one  mile  or  for  time  not 

exceeding  12  minutes . . 6d. 

For  each  additional  half  mile  or  less,  or 
for  each  additional  six  minutes  or  less.  .  .  3d. 


Cabs  not  fitted  with  the  taximeter  may  be 
hired  either  by  distance  or  time.  If  hired  and 
discharged  within  the  four  miles  radius  of 
Charing  Cross,  one  shilling  for  2  miles  or  less 
for  one  or  two  persons;  for  each  additional 
person  above  two  the  whole  journey  6d.  If 
hired  outside  the  radius,  wherever  discharged 
one  shilling  for  each  mile  or  part  thereof. 
If  hired  within  the  radius  but  discharged  out¬ 
side  the  four  mile  area,  1  shilling  for  the  first 
mile,  6d.  for  each  additional  mile  within  the 
radius,  and  one  shilling  for  each  additional 
mile  outside  the  radius,  or  part  thereof. 
Keeping  cabs  waiting  8d.  for  each  completed 
quarter  of  an  hour.  Driversof  such  vehicles, 
however,  may  undertake  to  carry  a  passenger 
for  a  journey  not  exceeding  one  mile  at  six¬ 
pence.  If  hired  by  time  the  rate  is — within 
the  radius  two  shillings  per  hour  for  four 
wheelers;  hansoms,  2  shillings  and  6  pence, 
for  the  first  hour;  6d.  and  8d.  respectively 
for  each  additional  quarter  of  an  hour.  If 
hired  by  time  outside  the  radius  wherever 
discharged,  or  if  hired  within  but  discharged 
without — four  wheelers  and  hansoms  2s.  6d. 
for  the  first  hour  or  less;  8d.  for  each  addi¬ 
tional  quarter  hour.  In  any  case  where  the 


fare  may  be  in  dispute  or  the  passenger  may 
consider  that  he  is  being  overcharged,  the 
matter  should  be  referred  to  the  nearest 
policeman. 

Omnibuses,  both  motor  and  horse-driven, 
ply  in  all  the  leading  thoroughfares.  The 
fares  are  very  cheap.  As  the  late  W.  E. 
Gladstone  once  stated  to  a  party  of 
Americans  who  wished  to  know  the  best 
means  of  seeing  London,  "From  the  top  of  a 
bus,  gentlemen,”  for  sightseeing  purposes  on 
a  fine  day  they  cannot  be  excelled.  There 
are  over  150  routes  followed  by  these  vehicles 
and  one  can  travel  from  one  side  of  the  metro¬ 
polis  to  the  other  through  districts  rich  in 
historical  interest,  along  the  main  arteries 
of  traffic  and  through  the  centres  of  fashion 
and  commerce  for  a  few  pence.  Before 
setting  out  on  such  a  journey,  however,  the 
visitor  should  consult  his  map  and  ascertain 
in  what  part  of  the  compass  the  localities 
he  wishes  to  visit,  rest,  so  as  to  avoid  boarding 
a  vehicle  traveling  in  the  wrong  direction. 

Street  railways,  or  tramways.  There  is  an 
excellent  service  to  all  parts  of  the  metro¬ 
polis  by  the  electric  trams.  There  are  two 
main  systems,  the  London  United  Tramways 
working  in  conjunction  with  the  Underground 
Electric  railways,  and  serving  the  extreme 
western  area  of  the  metropolis — such  places 
as  Uxbridge,  Kew,  Hampton  Court,  and 
Twickenham — starting  from  Shepherd’s  Bush, 
the  terminus  of  the  Central  London  Railway; 
and  the  municipal  service  of  the  London 
County  Council  serving  over  130  miles  in  all 
parts  of  the  metropolis.  The  cars  are  large 
and  roomy  and  of  the  double  decked  type. 
The  roof  seats  afford  an  excellent  coign  of 
vantage  for  sight-seeing  purposes,  and  being 
enclosed  in  glass  afford  complete  protection 
from  the  weather.  The  fares  are  very  low, 
ranging  from  a  half-penny  for  a  short  stage 
to  eightpence  or  so  for  a  complete  journey  of 
several  miles.  In  London  there  are  no  uni¬ 
form  fares,  irrespective  of  distance,  but  the 
fares  are  graduated.  The  traveler  need  not 
fear  being  overcharged,  however,  for  the 
fares  are  plainly  printed  inside  the  car  in  a 
conspicuous  position.  The  Tramways  of  the 
London  County  Council  pass  through  dis¬ 
tricts  appealing  to  the  sightseer,  and  the 
visitor  cannot  do  better  than  invest  one  penny 
in  the  voluminous  guide  book  issued  by  the 
London  County  Council,  which  not  only  sets 
forth  alphabetically  the  principal  spots  of 
interest,  but  also  indicates  a  series  of  routes 
affording  the  cheapest,  simplest,  and  quickest 
means  of  reaching  them.  In  many  cases  a 
number  of  interesting  spots  will  be  grouped  on 
one  route  and  the  visitor  can  inspect  each  in 
turn,  paying  his  fare  in  stages,  and  thus  ful¬ 
filling  his  pilgrimage  in  the  cheapest  manner 
possible. 

Another  short  line  is  the  Waterloo 
tube,  connecting  Waterloo,  the  termi¬ 
nus  of  the  London  and  South  West¬ 
ern  Railway  on  the  south  side  of  the 
river,  with  the  City,  at  the  Bank  of 
England,  where  a  junction  is  formed 
with  the  Central  London  and  City  and 
South  London  tubes.  There  are  no 
intermediate  stations. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


441 


AMUSEMENTS. 

In  the  matter  of  amusements  Lon¬ 
don  is  very  liberally  provided.  So  far 
as  regards  the  theaters  and  vaudeville 
establishments,  these  are  concentrated 
in  a  very  central  position,  and  are, 
for  the  most  part,  within  easy  access 
of  the  various  underground  railway 
systems  and  ’buses.  Theaterdom  may 
be  best  described  as  lying  in  the  pur¬ 
lieus  of  the  Strand,  Leicester  Square, 
Piccadilly  and  the  Haymarket.  These 
are  the  West  End  theaters,  but  through 
the  suburbs  are  scattered  innumerable 
theaters  and  music  halls,  which  have 
sprung  up  during  the  past  few  years, 
and  which  offer  entertainments  quite 
on  a  level  with  those  in  the  West  End 
houses,  and  certainly  compare  favor¬ 
ably,  if  they  do  not  excel,  the  latter 
in  point  of  conxfoi’t  and  appointment, 
with  the  additional  advantage  of  be¬ 
ing  far  cheaper.  Details  concerning 
performances  are  published  in  the  daily 
press.  During  part  of  August  and 
September  a  great  number. of  the  thea¬ 
ters  are  closed,  but  the  vaudeville 
houses  are  open  all  the  year  round. 
The  tariff  is  fairly  uniform  through¬ 
out  the  whole  of  the  West  End  thea¬ 
ters,  the  charges  averaging  :  stalls,  10s. 
Gd. ;  di'ess  cii’cle,  7s.  Gd. ;  upper  circle, 
5s.  and  4s. ;  pit,  2s.  Gd. :  gallery,  Is. 
In  the  stalls,  upper  circle  and  dx-ess 
circles,  while  evening  dress  is  not  gen¬ 
erally  enforced,  it  is  considei’ed  de 
rigeur,  and  in  some  tlieatei-s  is  essen¬ 
tial.  The  performances  commence,  as 
a  rule,  at  8,  8.15  or  8.30  p.m.,  and 
coxxclude  about  11  p.m.  Matinees  are 
generally  held  on  Wednesdays  and  Sat¬ 
urdays,  when  performances  usually 
commence  at  2.30  p.m.  Seats  for  stalls 
and  circles  should  he  booked  in  ad¬ 
vance,  by  telephone,  telegram,  or 
through  the  numerous  librax-ies  or 
agents. 

The  West  End  theatres,  together  with  their 
situation,  are  as  follows: 

Adelphi: — Strand,  W.  C. 

Aldwych: — Aldwych,  Strand,  W.  C. 

Apollo: — Shaftesbury  Avenue,  W.  C. 

Comedy: — Panton  Street,  Haymarket,  W. 
Court: — Sloane  Square,  S.  W. 

Criterion: — Piccadilly  Circus,  W. 

Daly’s: — Leicester  Square,  W.  C. 

Drury  Lane:— Catherine  St.,  Strand,  W.  C. 
Duke  of  York’s: — St.  Martin’s  Lane,  Trafal¬ 
gar  Square,  W.  C. 

Gaiety: — Strand,  W.  C. 

Garrick: — Charing  Cross  Road,  Trafalgar 

Square,  W.  C. 

Globe — Shaftesbury  Avenue,  W.  C. 
Haymarket: — Haymarket,  W. 

His  Majesty's: — Haymarket,  W. 

Kingsway: — Great  Queen  St.,  Kingsway, 

Strand,  W.  C. 


Lyceum: — Wellington  Street,  Strand,  W.  C. 
Lyric: — Shaftesbury  Avenue,  W.  C. 

New: — St.  Martin’s  Lane,  Trafalgar  Square, 
W.  C. 

Playhouse: — Northumberland  Avenue,  Tra¬ 
falgar  Square,  W.  C. 

Prince  of  Wales: — Piccadilly,  W. 

Queen’s: — Shaftesbury  Avenue,  W.  C. 
Royalty: — Dean  Street,  Soho,  W.  C. 

St.  James’: — King  Street,  St.  James’,  S.W. 
Savoy: — Strand,  W.  C. 

Scala: — Charlotte  Street,  Fitzroy  Square, 
W.  C. 

Shaftesbury: — Shaftesbury  Av.,  W.  C. 
Terry’s: — Strand,  W.  C. 

Vaudeville: — Strand,  W.  C. 

Waldorf: — Aldwych,  Strand,  W.  C. 
Wyndham’s,  Charing  Cross  Road,  Trafal¬ 
gar  Sq.,  W.  C. 

Grand  Opera  is  given  during  the  season  at 
Covent  Garden,  Covent  Garden,  Strand,  W.  C. 

The  variety  theatres  and  music  halls  are 
as  follows: 

Alhambra: — Leicester  Square 

Coliseum: — St.  Martin’s  Lane,  Trafalgar  Sq. 

Empire: — Leicester  Sq. 

Hippodrome: — Leicester  Sq. 

Holborn  Empire: — High  Holborn 
Oxford: — Oxford  Street.  East  End 
Palace: — Shaftesbury  Avenue 
Pavilion : — Piccadilly 
Tivoli : — Strand 

Maskelyne  &  Cooks: — Langham  Place,  Re¬ 
gent’s  St.,  W. 

The  charges  at  these  houses  of  en¬ 
tertainment  are  somewhat  less  than 
the  theaters,  but  fluctuate  consider¬ 
ably.  In  some,  two  performances  are 
given  per  evening,  from  G.45  to  8.45 
p.m.,  and  9  to  11  p.m.,  respectively. 
At  the  othei’s  the  performances  com¬ 
mence  at  7.30  or  8  p.m.,  and  continue 
until  11  P.M.  Smoking  is  permitted. 
Some  give  afternoon  performances,  and 
others  matinees  once  or  twice  a  week. 

Concerts  are  given  in  the  following 
halls  frequently,  but  for  details  con- 
cenxing  such  the  daily  newspapei's 
must  be  consulted  : 

Albert  Hall: — South  Kensington,  S.  W. 
Queen’s  Hall: — Langham  Place,  Regents  St., 
W. 

St.  James  Hall: — Great  Portland  St.,  W. 

Stein  way  Hall: — Lower  Seymour  Street,  W. 
Crystal  Palace:— Sydenham,  South  London 
Alexandra  Palace: — Wood  Green,  North 
London 

In  addition  there  are  innumei’able 
electric  theaters,  where  bioscope  pic¬ 
tures  are  shown  continuously  during 
the  day  ;  and  numerous  rinks  within 
easy  distance  of  Charing  Cross,  where¬ 
in  roller  skating  can  be  enjoyed.  Dur¬ 
ing  the  summer  months,  from  May  to 
October,  exhibitions  are  held  at  Earl’s 
Court,  Kensington,  and  Shepherd’s 
Bush,  alongside  the  terminus  of  the 
Central  London  Railway ;  while  shows 
are  fi-equently  held  at  the  Crystal  Pal- 


442 


SCIENTIFIC'  AMERICAN  HANDBOOK  OF  TRAVEL 


ace,  Sydenham,  South  London ;  Olym¬ 
pia,  West  Kensington,  and  Agricultu¬ 
ral  Hall,  Islington,  during  the  year. 
Details  are  published  in  the  papers. 

London  has  often  been  character¬ 
ized  as  a  dull  city  on  Sunday.  As 
compared  with  Continental  cities,  such 
a  comparison  may  be  justified,  but  it 
is  partly  explicable  from  the  fact  that 
the  greater  part  of  the  population 
seeks  a  change  of  air  and  environ¬ 
ment  for  a  few  hours,  either  by  the 
seaside,  up  the  Thames,  or  amid  the 
sylvan  picturesqueness  of  the  coun¬ 
tryside.  Innumerable  day  trips  and 
excursions  are  arranged  every  Sunday 
during  the  summer  to  all  parts,  the 
resorts  on  the  southern  and  eastern 
coasts,  such  as  Hastings,  Brighton, 
Worthing,  Folkestone,  Dover,  Mar¬ 
gate,  Ramsgate,  Southend  and  Yar¬ 
mouth.  being  particularly  patronized. 
The  Thames,  both  up  and  down,  from 
Gravesend  to  Teddington,  Taplow  and 
Maidenhead,  also  attracts  large 
crowds ;  while  the  leafy  lanes  of  Kent, 
Sussex,  Essex,  Surrey  and  Bucking¬ 
hamshire  appeal  to  many.  All  the 
trunk  railways  cater  for  this  traffic, 
and  numerous  trains  are  run  during 
the  morning  at  very  cheap  fares.  For 
those  who  prefer  to  remain  in  London 
band  performances  are  given  in  the 
numerous  parks  scattered  throughout 
the  metropolis,  while  in  the  evening 
sacred  concerts  of  a  high-class  char¬ 
acter  are  given  in  many  theaters,  music 
and  concert  halls  in  the  West  End, 
where  the  most  eminent  vocalists  and 
bands  may  be  heard. 

During  the  summer  cricket  matches 
are  decided  nearly  every  day  at  Lords, 
the  home  of  the  M.  C.  C.  at  St.  John’s 
Wood,  and  the  Oval  at  Kennington, 
on  the  south  side  of  the  Thames,  with¬ 
in  easy  reach  of  Charing  Cross.  In 
the  suburbs  there  are  numerous  golf 
links  "where  devotee's  of  this  sport  can 
fulfil  their  desires.  The  lawn  tennis 
championship  of  the  world  is  invari¬ 
ably  decided,  about  the  end  of  June, 
at  the  grounds  of  the  All-England 
Lawn  Tennis  Club  at  Wimbledon, 
while  the  amateur  championships  in 
tennis  and  racquets  are  invariably 
held  at  the  Queen's  Club,  West  Ken¬ 
sington.  Those  interested  in  the  mili¬ 
tary  pastime,  polo,  can  follow  the  sport 
at  the  two  popular  centers,  Hurling- 
ham  and  Ranelagh. 

Horse  Racing. — Within  easy  dis¬ 
tance  of  the  metropolis  there  are  sev¬ 
eral  race  courses  where  important 
meetings  are  held.  At  Epsom  the  fa¬ 


mous  Derby  and  the  Oaks  are  decided. 
The  Derby  is  the  great  meeting  of 
the  year,  and  is  always  run  on  a 
Wednesday,  either  a  fortnight  before 
or  after  Whitsun.  The  vast  concourse 
of  people  that  makes  its  way  to  the 
Surrey  Downs  by  every  road  and  every 
kind  of  vehicle  is  a  remarkable  sight, 
and  to  fully  appreciate  the  spectacle 
this  route  should  be  followed.  There 
is,  however,  a  frequent  train  service 
at  special  cheap  fares  from  Victoria 
and  London  Bridge  (London,  Brighton 
and  South  Coast  Railway),  and  Victo¬ 
ria,  Charing  Cross,  Holborn,  St. 
Paul’s,  Ludgate  Hill  and  Cannon 
Street  ( South  Eastern  and  Chatham 
Railway),  the  station  of  the  latter  be¬ 
ing  at  the  famous  Tattenham  Cornier. 
Two  days  after  the  Derby  the  Oaks  is 
decided.  The  fashionable  race  meet¬ 
ing  is  the  Ascot  week,  a  fortnight  after 
the  Derby,  which  is  patronized  by  rank 
and  fashion :  members  of  the  royal 
family,  including  the  King  and  Queen, 
invariably  attend.  Another  fashion¬ 
able  race  meeting  is  Goodwood,  com¬ 
mencing  on  the  last  Tuesday  in  July 
and  continuing  throughout  the  week. 
The  Venue  is  the  famous  race  course 
at  the  country  seat  of  the  Duke  of 
Richmond,  in  mid-Sussex,  and  can  be 
easily  reached  by  train  from  the  Lon¬ 
don  termini  of  the  London,  Brighton 
and  South  Coast  Railway.  There  are 
several  other  race  courses  near  Lon¬ 
don  where  races  are  decided  at  fre¬ 
quent  dates  throughout  the  season, 
namely :  Alexandra  Park,  adjoining 
Alexandra  Palace  in  North  London, 
reached  by  tram,  'bus,  or  Great  North¬ 
ern  (King’s  Cross)  and  Great  East¬ 
ern  (Liverpool  Street)  railways;  San- 
down,  South  Western  Railway  (Wa¬ 
terloo)  ;  Kempton  Park,  South  West¬ 
ern  Railway ;  Windsor,  London  and 
South  Western  and  Great  Western 
(Paddington)  railways;  Hurst  Park, 
London  and  South  Western  Railway. 
Other  important  race  courses  are  those 
at  Newmarket,  Great  Northern  (King’s 
Cross)  and  Great  Eastern  (Liverpool 
Street)  railways;  Gatwick,  Lingfield, 
Lewes,  Brighton  (London  and  Brigh¬ 
ton  railways)  ;  Doncaster  (Great 
Northern  Railway)  ;  Aintree,  Liver¬ 
pool,  where  the  Great  National  is  de¬ 
cided,  reached  by  London  and  North 
Western,  Great  Western,  and  Midland 
railways ;  Newbury,  Great  Western 
Railway. 

Rowing. — The  upper  reaches  of  the 
Thames  and  its  tributaries  offer  ex¬ 
cellent  facilities  for  rowing.  During 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


443 


the  year  many  important  contests  are 
decided,  the  greatest  of  which  is  the 
Oxford  and  Cambridge  boat  race  be¬ 
tween  crews  of  the  rival  universities, 
over  the  444 -mile  course  between  Put¬ 
ney  and  Mortlake,  on  the  Saturday 
preceding  Holy  Week.  Doggett’s  Coat 
and  Badge,  the  race  instituted  by  Dog- 
gett,  the  actor,  •  in  1715,  rowed  for  by 
young  Thames  watermen  over  a  five- 
mile  course  between  Chelsea  and  Lon¬ 
don  Bridge,  on  August  1,  is  an  in¬ 
spiriting  contest.  During  the  months 
of  July  and  August  regattas  are  held 


other  parks,  the  tariff  being  6d.  per 
hour  per  boat,  irrespective  of  num¬ 
ber  of  occupants. 

Football. — During  the  winter  season 
football  matches  are  held  in  various 
parts  of  the  metropolis,  and  a  crowd 
of  20,000  or  30,000  people  is  no  un¬ 
common  sight  when  two  rival  giant 
clubs  are  engaged  in  deadly  warfare. 
The  great  event  is  the  “final”  or 
championship  game  for  the  Football 
Association  Cup  at  the  Crystal  Pal¬ 
ace,  about  Easter,  when  the  crowd  will 
number  from  80,000  to  110,000  people. 


I  iTvliW? 

. . 

“ROTTEN  ROW,”  HYDE  PARK,  LONDON 
Is  reserved  for  Horseback  Riders 


at  several  points  up  the  Thames :  at 
Molesey,  Staines,  Kingston,  Rich¬ 
mond,  Marlow,  Bourne  End,  etc.  The 
most  important  is  the  Henley  regatta, 
usually  held  in  the  early  days  of  J uly, 
and  is  a  great  social  function.  For 
these  regattas  train  should  be  taken 
to  the  stations  named,  either  by  Great 
Western,  or  London  and  South  West¬ 
ern  railways,  special  fares  being  ar¬ 
ranged  for  the  occasions.  Rowipg  may 
be  indulged  in  on  the  large  sheets  of 
ornamental  water  within  the  bounda¬ 
ries  of  the  metropolis,  such  as  the 
Serpentine  in  Hyde  Park  and  the  lakes 
in  St.  James’,  Regent’s,  Battersea,  and 


Angling. — Disciples  of  Izaak  Wal¬ 
ton  can  fulfil  their  desires  at  several 
points  within  easy  reach  of  London, 
such  as  the  upper  reaches  of  the 
Thames,  the  rivers  Lea  and  Colne,  the 
Medway  in  Kent  or  the  Arun  in  Sus¬ 
sex.  On  Sundays  the  various  railways 
issue  “angling  tickets”  at  special  fares 
for  the  various  fishing  grounds. 

Hotels. — As  already  mentioned,  the 
metropolis  is  well  provided  in  this  re¬ 
spect,  and  accommodation  can  be  se¬ 
cured  to  suit  every  purse.  The  follow¬ 
ing  pages  contain  a  selection  of  well- 
known  hotels  and  their  tariffs: 


HOTELS  AND  THEIR  TARIFFS 


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and  to  the  season  of  year  and  of  meals  to  personal  requirements  or  fancy. 


HOTELS  AND  THEIR  TARIFFS — Continued 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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From,  f  Railway  Terminus  Hotels.  , - *- - — . ,  signifies  inclusive. 


HOTELS  AND  THEIR  TARIFFS— Continued 


446  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 

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TEMPERANCE,  PRIVATE,  HOTELS  AND  BOARDING  HOUSES. 

These  establishments  are  not  licensed  to  sell  wines,  spirits,  or  any  alcoholic  liquors. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


447 


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meals  fluctuates  according  to  personal  requirements. 


TEMPERANCE,  PRIVATE,  HOTELS  AND  BOARDING  HOUSES — Continued 


448 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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meals  fluctuates  according  to  personal  requirements.  See  notice  of  copyright,  page  446. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


449 


So  far  as  restaurants  are  concerned 
London  is  well  equipped,  and,  like  the 
hotels,  they  are  of  infinite  variety, 
with  a  menu  to  suit  every  taste  and 
purse.  In  the  West  End  there  are 
many  magnificent  restaurants  which 
constitute  a  rendezvous  of  fashion. 
The  most  fastidious  desires  concerning 
luncheon,  dinners  and  after-theater 
suppers  can  be  fully  met.  The  meals 
are  served  either  «  la  carte  or  table 
d'hote.  For  light  refreshments  there 
are  the  establishments  of  J.  Lyons  & 
Co.,  Slater’s,  Lipton,  the  J.  P.  restau¬ 


rants,  Aerated  Bread  Company,  Yex- 
ley’s,  etc.,  to  be  found  in  all  the  prin¬ 
cipal  streets  throughout  the  West  End 
and  City.  The  large  stores  also  have 
well  equipped  restaurants  and  tea 
rooms,  the  fare  at  which  is  of  the  best, 
and  nominal  in  price.  All  the  large 
hotels  have  commodious  buffets  where 
luncheons  and  dinners  may  be  obtained, 
and  the  numerous  public  houses  also 
provide  plain,  wholesome  luncheons  at 
very  cheap  prices.  The  leading  res¬ 
taurants  are  as  follows  : 


West  End. 


Luncheon. 


Dinner 


Supper. 


Gatti’s  Adelphi,  Strand,  W.  C . 

Blenheim,  94  New  Bond  St.,  W . 

Cafe  d'ltalie,  Old  Compton  St.,  Soho,  W.  C . 

Cafe  Monico,  Piccadilly  Circus,  W . 

Carr’s,  265  Strand,  W.  C . 

Comedy,  Panton  St.,  Haymarket,  W . 

Criterion,  Piccadilly  Circus,  W . 

Frascati,  Oxford  St.,  East  End,  W . 

Gaiety,  Gaiety  Theatre,  Strand,  W.  C . 

Gatti’s,  Strand,  W.  C . 

Hatchett’s,  Piccadilly . 

Holborn,  High  Holbom . 

Horseshoe,  corner  Tottenham  Court  Road  and 

Oxford  St.,  W . 

Grand  Caf6  de  l’Europe,  Leicester  Square,  W.  C. . 

Jules’,  Jermyn  St.,  Piccadilly,  W . 

Kettner’s,  Church  St.,  Soho,  W.  C . . 

Kuhn,  31  Hanover  St.,  W . 

Piccadilly,  Regent  St.,  W . 

Popular,  Piccadilly,  W . . 

Prince’s,  Piccadilly,  W . 

Romano’s,  Strand,  W.  C . 

St.  James’s,  Piccadilly,  W . 

Strand  Palace,  Strand,  W.  C . 

Hotel  Cecil,  Strand,  W.  C . 

Grand,  Charing  Cross,  W.  C . 

Cavour,  Leicester  Square,  W.  C . 

Simpson’s,  Strand,  W.  C . 

Garrick,  Leicester  Square,  W.  C . 

Trocadero,  Shaftesbury  Avenue,  (west  end),  W.  C. . 
Villa  Villa,  Gerrard  Street,  W . 


2/6 

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The  City  is  famous  for  its  many  old- 
fashioned  taverns,  many  of  which  are 
noted  for  their  special  dishes  on  cer¬ 
tain  days,  as  well  as  their  old-fash¬ 
ioned,  nutritious,  albeit  simple  English 
fare.  The  most  important  of  these  are 
as  follows  : 

Palmerston,  New  Broad  Street, 
E.C. ;  Anderton’s,  Fleet  Street,  E.C. ; 
Birch’s,  Cornhill,  E.C. ;  Cock,  22  Fleet 
Street,  E.C. ;  Gow’s,  25  New  Broad 
Street,  E.C. ;  London  Tavern,  53  Fen- 
church  Street,  E.C. ;  Old  Cheshire 
Cheese  (Dr.  Johnson’s  favorite  hos¬ 
telry),  Wine  Office  Court,  Fleet  Street, 
E.C. ;  Pimm’s,  3  Poultry,  38  Buck- 


lersbury,  42  Threadneedle  Street,  81-83 
Gresham  Street,  129-132  Leadenhall 
Street,  E.C. ;  Ship  and  Turtle,  29 
Leadenhall  Street,  E.C. ;  Sweeting’s, 
158  Cheapside  and  39  Fleet  Street, 
E.C.,  famous  for  fish  and  stout.  In 
addition  there  are  numerous  coffee 
houses,  much  favored  by  city  men  after 
lunch,  such  as  Groom’s,  in  Fleet  Street, 
opposite  Chancery  Lane,  where  the 
coffee  is  made  according  to  a  famous 
and  historic  recipe.  At  the  Old  Chesh¬ 
ire  Cheese,  the  famous  oyster  pud¬ 
ding  dispensed  Wednesdays  and  Sat¬ 
urdays  is  much  enjoyed.  For  those 
who  wish  to  live  cheaply  the  Bohe- 


450 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


mian  quarter  of  Soho  will  distinctly 
appeal,  where,  at  many  restaurants,  a 
good  meal  and  bottle  of  wine  can  be 
procured  for  a  few  pence.  For  vege¬ 
tarians  there  are  many  such  restau¬ 
rants  scattered  throughout  the  metrop¬ 
olis,  the  foremost  of  which  are  The 
Eustace  Miles’  Restaurant,  Chandos 
Street,  Charing  Cross;  Food  Reform 
Association,  Furnival  Street,  Holborn, 
E.C. ;  St.  George's  Cafe,  37  St.  Mar¬ 
tin's  Lane,  W.C.,  etc. 

In  the  shopping  quarter,  around  Re¬ 
gent  Street,  Bond  Street  and  Oxford 
Street,  a  variety  of  tea  rooms  and  light 
refreshment  houses  exist. 

The  fashionable  shopping  centers 
are  Strand,  Ludgate  Hill,  St.  Paul’s 
Churchyard,  Piccadilly,  Regent  Street 
and  Oxford  Street,  all  within  walking 
distance  of  Charing  Cross ;  West- 
bourne  Grove,  accessible  by  under¬ 
ground  railway  and  omnibus ;  and 
Brompton  Road.  W.,  also  within  easy 
riding  distance  of  Charing  Cross.  Cu¬ 
riously  enough,  trades  and  industry  ap¬ 
pear  to  be  naturally  divided  into  zones. 
Clerkenwell  is  the  center  of  the  watch 
and  clock  industry ;  the  great  tailoring 
center  is  Whitechapel  and  its  purlieus; 
the  diamond  district  is  Hatton  Garden, 
E.C. ;  the  toy  district  is  Houndsditch ; 
Paternoster  Row  and  Square  the  cen¬ 
ter  of  the  book  publishing  trade ;  Fleet 
Street  is  newspaperdom,  while  Totten¬ 
ham  Court  Road  is  an  avenue  of  fur¬ 
nishing,  upholstering  and  decorating 
establishments.  The  following  are  the 
great  department  stores  and  shops  : 

Army  and  Navy  Stores,  Victoria  Street, 
Westminster,  S.  W. 

Civil  Service  Supply  Association,  Bedford 
Street,  Strand,  W.  C.,  and  Queen  Victoria 
Street,  E.  C.  These  only  supply  Ticket 
holders  and  their  friends. 

Whiteley’s,  Westbourne  Grove,  S.  W. 

Self  ridge’s  Oxford  Street. 

Harrod’s,  Brompton  Road,  S.  W. 

Barker’s,  Kensington,  W. 

Spiers  &  Pond,  Queen  Victoria  Street,  E.  C. 

Maple’s,  Tottenham  Court  Road  (especially 
dry  goods) 

Shololbred’s,  Tottenham  Court  Road  (es¬ 
pecially  dry  goods) 

Waring’s,  Oxford  Street. 

Carnage’s,  High  Holborn,  W.  C. 

Swan  &  Edgar,  Piccadilly,  W.  (Drapery 
Stores) 

Debenham  &  Co.,  Iiigmore  Street,  W. 
(Drapery  Stores) 

Spence’s,  St.  Paul’s  Churchyard,  E.  C. 
(Drapery  Stores) 

Hitchcock  &  Williams,  St.  Paul’s  Church¬ 
yard  (Drapery  Stores) 

Allen  Foster  &  Co.,  Wood  Street,  Cheap- 
side,  E.  C.  (Drapery  Stores) 

Benetfink’s,  Cheapside,  E.  C. 


In  some  of  the  suburbs,  also,  large 
stores  have  sprung  up,  notably  at 
Brixton,  Peckham,  Holloway,  Hamp¬ 
stead,  and  Clapham  Junction,  within 
easy  ’bus,  train  and  tram  ride  of  Char¬ 
ing  Cross,  which,  though  catering  espe- 
daily  for  the  local  population,  are  now 
regarded  as  equal  in  every  respect  to 
the  West  End  establishments,  and  by 
many  thought  to  be  more  advanta¬ 
geous,  so  that  these  outlying  stores  are 
now  patronized  from  far  and  wide. 
Jewelry  shops  are  to  be  found  mostly 
in  the  Strand,  Bond  Street,  Piccadilly, 
Regent's  Street,  Oxford  Street,  Lud¬ 
gate  Ilill  and  Hatton  Garden.  Book¬ 
sellers  and  libraries:  Mudie’s,  in  New 
Oxford  Street,  and  W.  11.  Smith  & 
Son,  Ltd.,  Ivingsway,  Strand,  W.C., 
meet  the  demands  for  lending  libraries 
and  book  purchasing  stores.  Similar 
facilities,  however,  are  offered  at  all 
the  stations  of  the  great  trunk  and  un¬ 
derground  railways.  Every  street, 
however,  in  the  shopping  centers  is 
well  equipped  with  shops  devoted  to 
every  imaginable  class  of  trade,  so  that 
the  variety  is  infinite,  and  a  compari¬ 
son  of  prices  is  presented.  It  must  be 
borne  in  mind,  however,  that  in  the 
West  End  prices  rule  relatively  high, 
and  the  same  goods  can  invariably  be 
bought  in  the  City  or  outside  the  fash¬ 
ionable  zone  at  a  much  lower  figure. 

The  English  metropolis  is  one  of  the 
greatest  show  places  in  the  world.  To 
enumerate  everything  of  interest  is 
quite  impossible,  but  the  “sights,”  and 
details  concerning  the  same,  are  shown 
in  the  accompanying  table.  Churches 
are  especially  full  of  historical  inter¬ 
est,  and  many  will  especially  appeal  to 
Americans,  such  as  St.  Saviour’s  Ca¬ 
thedral,  Southwark,  near  the  London 
Bridge  railway  stations,  where  is  re¬ 
corded  the  baptism  of  John  Harvard; 
St.  George’s  Church,  Gravesend,  where 
is  the  tomb  of  Pocahontas;  the  Church- 
of  All  Hallows,  Barking,  where  is  the 
entry  of  the  baptism  of  William  Penn, 
and  where  John  Quincy  Adams  was 
married  :  the  register  of  St.  George’s, 
Hanover  Square,  W.,  records  the  mar¬ 
riage  of  Theodore  Roosevelt ;  and  ’the 
Church  of  St.  Sepulchre’s,  Newgate, 
has  the  tomb  of  the  redoubtable  Cap¬ 
tain  John  Smith,  one  .time  governor 
of  Virginia. 

London,  to  the  American  stranger, 
appears  a  bewildering  maze  of  streets, 
among  which  it  appears  hopeless  to 
find  one’s  way.  Such  a  maze  may, 
however,  be  readily  disentangled  if  it 
is  remembered  that  the  Strand,  Oxford 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


451 


Street  and  its  continuations  at  either 
end,  run  roughly  parallel,  east  and 
west,  with  one  another  and  with  the 
river.  Moreover,  nearly  all  the  great 
thoroughfares  converge  at  the  Bank  of 
England  and  Mansion  House.  Conse¬ 
quently,  in  traveling  by  omnibus  the 
tourist  should  make  a  point  of  ascer¬ 
taining  from  his  map  whether  he 
wishes  to  go  east  or  west,  and  then 
should  make  sure  whether  the  vehicle 
is  going  in  the  required  direction.  Lat¬ 
eral  streets  which  also  run  roughly 
parallel  with  one  another  connect  these 
main  arteries  with  one  another  every 
few  yards.  The  names  of  streets  are 
plainly  indicated  on  the  front  wall  of 
the  corner  buildings,  just  above  the 
shop  facia,  and  on  the  corner  lamp- 
posts,  while  there  are  innumerable  oth¬ 
er  signs  to  assist  the  stranger  on  his 
way.  Whenever  in  doubt,  however,  or 
when  bearings  are  somewhat  hazy,  the 
pedestrian  should  always  inquire  his 
way  of  a  policeman.  Indeed,  it  may 
bq  laid  down  as  a  golden  rule  never 
to  make  an  inquiry  of  any  character 
of  any  one  but  a  policeman.  The  Lon¬ 
don  guardian  of  the  public  is  compelled 
to  possess  a  sound  geographical  knowl¬ 
edge  of  the  metropolis,  and  will  always 
give  his  directions  in  a  concise,  lucid 
manner,  and  with  every  courtesy 
withal.  If  this  golden  rule  is  borne 
in  mind  there  is  no  possible  chance 
of  a  stranger  falling  among  undesir¬ 
able  characters.  Of  course,  after  one 
has  become  somewhat  familiar  with 
English  manners,  a  little  elasticity  may 
be  practiced,  and  postmen,  telegraph 
messengers,  and  other  persons  in  uni¬ 
form  may  be  approached  for  the  same 
purpose,  and  will  invariably  vouchsafe 
the  details  required ;  but  the  police¬ 
man  is  the  one  authority  whom  the 
stranger  should  consult. 

Dress.— London  is  becoming  far  less 
bound  to  conventionality  every  year, 
and  the  stranger  is  not  so  easily  and 
readily  detectable  from  his  attire  as 
formerly.  Still,  there  are  certain  rules 
which  it  is  as  well  to  bear  in  mind. 
In  the  City,  in  business,  dark,  quiet, 
formal  attire  is  generally  practiced, 
with  subdued  lighter  tones  for  sum¬ 
mer  wear.  Between  May  and  Septem¬ 
ber  the  straw  hat  of  orthodox  shape  is 
greatly  favored.  In  paying  calls,  a 
black  suit  and  silk  hat,  especially  in 
the  West  End,  is  considered  clc  rigcur 
in  the  morning.  At  the  West  End  res¬ 
taurants  evening  dress  is  popularly  fa¬ 
vored,  and  at  the  first-class  restau¬ 


rants  any  other  attire  is  considered 
outre. 

Tips. — These  are  much  more  the 
rule,  in  common  with  European  cities 
generally,  than  at  home.  It  is  a  sub¬ 
ject  upon  which  it  is  difficult  to  lay 
down  any  Hard  and  fast  rule,  for  in 
the  dispensation  of  such  the  visitor 
must  be  guided  a  good  deal  by  common 
sense.  In  hotels  it  is  a  very  good  point 
to  calculate  tips  at  ten  per  cent,  of 
the  bill,  and  to  distribute  such  among 
the  waiter,  chambermaid  and  hall  por¬ 
ter,  the  first  named  being  given  about 
the  same  as  that  distributed  between 
the  other  two.  In  middle-class  restau¬ 
rants  the  gratuity  runs  to  about  a 
penny  in  the  shilling,  with  a  minimum 
of  twopence.  Many  establishments, 
such  as  the  Lyons  and  Aerated  Bread, 
light  refreshment  restaurants,  are  rig¬ 
idly  opposed  to  the  practice.  Simi¬ 
larly,  the  same  ^ple  applies  to  the 
“Popular”  restaurant  in  Piccadilly, 
while  the  abolition  of  the  “tip”  has 
contributed  very  materially  to  the  suc¬ 
cess  and  popularity  of  the  new,  spa¬ 
cious  Strand  Palace  Hotel  in  the 
Strand.  In  the  West  End  restaurants 
the  waiter  will  expect  from  twopence 
in  the  shilling  upward,  the  rate  rising 
proportionately  with  the  cost  of  the 
meal  and  the  fashionable  status  of  the 
establishment.  On  the  railways  it  is 
the  practice  to  reward  the  porter  with 
from  twopence  to  sixpence  for  attend¬ 
ing  and  carrying  light  luggage,  and 
from  sixpence  to  one  shilling  when  he 
has  to  handle  heavy  and  bulky  bag¬ 
gage.  Cabmen  also  look  for  an  extra 
twopence  or  so,  according  to  the  dis¬ 
tance  traveled,  over  and  above  the  legal 
fare. 

The  visitor  should  refrain  from  car¬ 
rying  much  money  about  the  street  on 
his  person,  and  also  be  saddled  as  lit¬ 
tle  as  possible  with  valuables  in  the 
form  of  personal  jewelry.  Money  and 
valuables  also  should  not  be  left  in 
rooms  of  boarding  houses  and  hotels, 
but  should  be  handed  over  to  the  care 
of  the  manager.  In  the  event  of  the 
loss  of  any  property  in  cabs,  omni¬ 
buses,  etc.,  intimation  of  the  same 
should  be  given  to  the  Lost  Property 
Office,  New  Scotland  Yard,  near  Char¬ 
ing  Cross,  on  the  Thames  Embank¬ 
ment.  Notification  of  discovery  will 
be  duly  communicated  to  the  owner, 
and  the  article  will  be  restored  to  the 
owner  upon  payment  of  15  per  cent, 
of  its  value,  which  is  handed  to  the 
finder.  If  the  article  be  not  claimed 
within  three  months  of  its  discovery, 


452 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


the  police  will  surrender  the  article  to 
the  person  who  found  it.  Although  a 
tremendous  amount  of  property  is  lost 
in  London  in  the  course  of  a  year, 
more  than  half  is  restored  to  the  right¬ 
ful  owners. 

London  Season — The  best  period  of 
the  year  in  which  to  see  London  in  all 
its  glory  is  from  May  to  about  the 
end  of  July.  This  is  the  period  of  the 
London  season,  when  all  society  and 
royalty  are  in  town.  Moreover,  Par¬ 
liament  is  sitting,  the  Royal  Academy 
and  other  picture  exhibitions  are  open, 
while  in  the  spring  the  trees  have  just 
broken  into  leaf,  and  the  numerous 
parks  and  open  spaces  are  a  blaze  of 
colored  flowers.  About  the  middle  of 
August  there  is  a  general  exodus  of 
society  to  the  seaside,  foreign  resorts, 
and  to  Scotland  for  the  shooting  sea¬ 
son.  Then  commences  the  great  inva¬ 
sion  from  the  Continent  and  America, 
and  during  August  and  September  the 
metropolis  is  invariably  uncomfortably 
crowded.  The  suburbs  and  provinces 
also  swarm  into  the  City,  for  the  great 
sales  at  the  big  shops  are  in  progress, 
attracting  purchasers  by  the  sacrificial 
bargains  offered.  During  July,  August 
and  September  the  hotels  are  almost 
filled  up,  and  the  boarding  houses  fully 
accommodated,  so  that  it  may  be  a  lit¬ 
tle  difficult  to  secure  rooms ;  but  con¬ 
sultation  of  our  hotel  list  will  appre¬ 
ciably  assist  the  visitor  who  unfortu¬ 
nately  reaches  London  at  the  height 
of  its  season.  The  foreign  visitor  will, 
as  a  rule,  however,  miss  what  may  be 
described  as  one  prerogative  of  the  Eng¬ 
lish  metropolis.  This  is  a  fog,  or,  as 
it  is  colloquially  described,  a  “London 
particular” ;  when,  owing  to  the  over¬ 
hanging  pall  of  smoke,  the  City  is 
plunged  into  Cimmerian  darkness,  and 
the  streets  are  as  brilliantly  illumined 
by  artificial  light  at  noon  as  in  the 
evening,  or  the  whole  area  is  blotted 
out  of  sight  by  a  dark,  penetrating, 
smoking  mist,  rendering  it  impossible 
'for  one  to  see  a  foot  in  front  of  one¬ 
self,  and  movement  is  rendered  ex¬ 
tremely  dangerous.  Then  all  traffic  is 
tied  up,  and  one  has  literally  to  feel 
one’s  way  along  the  streets.  Such  a 
visitation,  though  extremely  improb¬ 
able  during  the  summer,  is  occasion¬ 
ally  encountered,  and  supplies  the  vis¬ 
itor  with  an  experience  that  cannot  be 
paralleled  in  any  other  part  of  the 
world,  or  one  that  he  will  readily  for¬ 
get. 

Some  magnificent  points  of  vantage 
are  offered  whereby  the  visitor  may 


secure  a  comprehensive  and  strikingly 
forceful  idea  of  the  ocean  of  houses 
comprising  the  English  metropolis,  but 
a  clear  day  is  indispensable.  Within 
easy  access  of  Charing  Cross  there  is 
the  Tower  of  the  Roman  Catholic  Ca¬ 
thedral  at  Westminster,  near  Victoria 
Station.  In  the  City  there  is  the  ball 
surmounting  the  dome  of  St.  Paul’s 
Cathedral,  and  the  top  of  the  Monu¬ 
ment,  a  Doric  column  202  feet  in 
height,  to  gain  the  caged  outlook  of 
which  involves  a  climb  up  a  continu¬ 
ous  stone  staircase  of  311  steps.  From 
these  very  extensive  views  may  be 
gained.  The  upper  deck  of  the  Tower 
Bridge  is  also  a  magnificent  coign  of 
vantage,  but  the  outlook  is  rendered 
difficult  by  the  metal  cage  which  has 
been  erected  to  protect  would-be  sui¬ 
cides  and  foolhardy  seekers  for  fame 
from  diving  from  its  height  into  the 
river  below.  But  still  it  gives  a  broad 
bird’s-eye  view  of  the  Pool  of  London 
and  the  silvery  streak  winding  east 
and  west.  The  visitor  to  the  Crystal 
Palace  should  not  omit  to  journey  by 
elevator  to  the  top  of  the  north  tower. 
The  Palace  is  set  on  a  hill,  and  the 
view  from  the  tower  top  is  sublime, 
the  whole  of  London  being  unrolled  at 
one’s  feet,  and  the  view  extending  dver 
eight  counties.  An  impressive  specta¬ 
cle  can  be  gained  from  Primrose  Hill, 
in  the  north,  especially  in  a  lurid  sun¬ 
set,  which  sight  has  formed  the  theme 
of  many  a  canvas.  From  Parliament 
Hill,  a  little  more  to  the  north,  an¬ 
other  extensive  panorama  is  revealed, 
only  surpassed  by  that  secured  from 
the  famous  Flagstaff  on  Hampstead 
Heath,  where  the  ocean  of  houses  on 
one  side — among  which  the  dome  of 
St.  Paul’s  Cathedral,  the  towers  of 
Westminster  Abbey,  Houses  of  Parlia¬ 
ment,  the  Monument,  Tower  Bridge, 
and  other  landmarks,  may  easily  be 
discerned — is  relieved  on  the  other  side 
by  a  rolling  expanse  of  verdant  coun¬ 
try.  The  visitor  should  also  not  for¬ 
get  to  take  the  famous  peep  of  the 
Thames  through  the  trees  from  Rich¬ 
mond  Hill,  or  maybe  the  climb  to  tin' 
top  of  the  round  tower  of  Windsor 
Castle,  to  behold  a  sight  of  exquisite 
rural  beauty  down  the  valley  of  the 
Thames  until  it  is  lost  in  the  intricate 
mass  of  houses ;  while  the  view  from 
the  churchyard  terrace,  at  Harrow-on- 
the-IIill,  near  the  flat  tomb  which  was 
so  frequented  by  Byron,  will  amply 
repay  the  journey. 


TIMES  AND  PRICES  OF  ADMISSION  TO  PRINCIPAL  PLACES  OF  INTEREST  IN  LONDON* 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL  453 


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TIMES  AND  PRICES  OF  ADMISSION  TO  PRINCIPAL  PLACES  OF  INTEREST  IN  LONDON — Continued 


454  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


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POSTAL  FACILITIES. 

The  General  Post  Office  is  at  St. 
Martin’s  le  Grand,  at  the  corner  of 
Cheapside  and  Aldersgate  Street.  For 
convenience  of  delivery  and  collection 
the  London  area  is  subdivided  into 
nine  districts,  each  with  its  head  sub- 
office.  These  districts  are,  respectively, 
E.C.,  E.,  N.,  N.E.,  N.W.,  S.E.,  SAY., 
W.  and  W.C.,  corresponding-  to  the  re¬ 
spective  points  of  the  compass.  The 
chief  delivery  is  at  8  a.m.,  and  there 
are  from  four  to  twelve  deliveries  dur¬ 
ing  the  day,  according  to  the  locality, 
the  greatest  number  being  in  the  City, 
where  the  deliveries  are  about  every 
hour.  Letters  posted  by  6  p.m.  in  the 
London  area  are  delivered  by  first  post 
at  the  majority  of  places  throughout 
the  United  Kingdom.  Post  offices 
where  stamps  may  be  purchased  are 
freely  distributed  all  over  London,  but 
there  are  several  shops  and  other  es¬ 
tablishments  where  stamps  may  be  pur¬ 
chased,  such  being  indicated  by  the  no¬ 
tice,  “Licensed  to  sell  stamps.”  Let¬ 
ters  may  be  posted  at  the  post  offices 
in  the  boxes  provided,  and  in  pillar 
boxes  set  up  on  the  curbs  throughout 
the  streets.  They  are  easily  distin¬ 
guishable,  being  painted  a  brilliant  red. 
As  a  rule,  they  are  divided  into  two 
sections,  one  designated  “London  and 
foreign”  and  the  other  “Country  let¬ 
ters.”  Posting  in  the  proper  box  in¬ 
sures  more  punctual  delivery.  Posting 
boxes  are  also  provided  at  the  rail¬ 
way  termini,  and  some  of  the  trunk 
trains  are  fitted  with  a  post  office  box, 
in  which  letters  may  be  posted  up  to 
the  time  of  starting.  This  especially 
applies  to  the  foreign  mail  trains. 
Wednesdays  and  Saturdays  are  the 
principal  outgoing  American  mail  days. 
For  the  Wednesday  mail,  letters  may 
be  posted  up  to  5.30  p.  m.  at  the  Gen¬ 
eral  Post  Office,  and  to  7  p.m.  by  pay¬ 
ment  of  a  late  fee  of  one  penny,  or  up 
to  7.30  p.m.,  by  payment  of  3d.  exti*a, 
on  the  day  of  sailing.  The  Saturday 
outgoing  mail  can  be  posted  on  Friday 
night  or  up  to  2.30  p.m.  on  Saturday. 
The  Friday  night  mail  catches  the 
American  liner  leaving  Southampton 
at  10  a.m.  Saturday  morning.  The 
later  mail  is  dispatched  by  Cunard 
liner,  and  catches  the  vessel  at  Queens¬ 
town.  But  little  advantage  is  gained 
by  mailing  on  Friday  night,  however, 
as  the  next  day’s  express  Cunarders 
reach  New  York  invariably  on  the  fol¬ 
lowing  Friday,  before  the  American 


466 


SCIENTIFIC  AMERICAN  HANDBOOK  vOF  TRAVEL 


mail  boats  sailing  from  Southampton. 
Parcels  may  be  sent  by  parcels  post 
to  the  U.  S.  A.,  but  the  rates  are 
dearer  than  sending  by  book  post. 

The  incoming  American  mail  is  de¬ 
livered  by  the  next  delivery  following 
its  arrival  in  London.  Should  any 
boats  be  sailing  on  days  other  than 
Wednesday  or  Saturday,  such  as  the 
German  liners,  which  call  at  a  British 
port,  mail  to  be  sent  thereby  should 

be  plainly  inscribed  “Per  SS. - ,” 

otherwise  it  may  be  held  over  until 
the  next  outgoing  English  mail  boat. 
Sailing  of  intermediate  mail  boats  can 
be  easily  ascertained  in  the  newspa¬ 
pers,  at  hotels,  tourist  ticket  and 
steamship  offices.  There  is  no  gen¬ 
eral  delivery  of  letters  in  London  on 
Sunday. 

Poste  Restante. — Tourists  can  have 
their  mail  sent  to  the  general  or 
any  branch  post  office,  marked  “To 
be  called  for,’’  or  “Poste  restante.” 
Proof  of  identity  must  be  given  at  the 
post  office  when  calling  for  mail,  if 
such  is  requested.  Foreign  letters  are 
retained  two  months,  and  then,  if  un¬ 
claimed,  are  sent  to  the  Returned  Let¬ 
ter  Office,  to  be  destroyed  or  returned 
to  the  senders. 

English  mail  is  divided  into  three 
broad  classes  :  letter,  book,  and  parcels 
post.  Letter  rate  for  any  part  of 
British  Isles,  one  penny  first  4  ozs. 
and  one-half  penny  for  each  subse¬ 
quent  2  ozs.  or  part  thereof ;  book 
post,  for  books,  papers  (except  British 
newspapers  and  periodicals  published 
at  intervals  of  not  exceeding  one 
week) ,  one-half  penny  per  2  ozs. ;  news¬ 
papers  and  weekly  periodicals,  one-half 
penny,  irrespective  of  weight;  parcels 
post,  1  lb„  3d.  ;  2  lbs.,  4d. ;  3  lbs.,  5d. ; 
5  lbs.,  6d. ;  7  lbs.,  7d. ;  8  lbs.,  8d. ;  9 
lbs.,  9d. :  10  lbs.,  lOd. ;  11  lbs.,  lid.; 
post-cards,  one-half  penny  ;  letter  rate 
to  all  British  possessions  and  the 
United  States,  one  penny  per  ounce; 
newspapers,  one-half  penny  per  2  ozs. ; 
magazine  post  to  Canada,  one  penny 
per  pound. 

Express  Letters. — Letters  and  par¬ 
cels  up  to  20  lbs.,  or  15  lbs.  if  public 
conveyance  be  available,  may  be  sent 
to  any  part  of  the  metropolis  and  its 
suburbs  at  a  charge  of  3d.  per  mile  or 
part  thereof,  by  express  messenger. 
Over  300  dispatch  offices  in  London. 

Telegraphs. — Nearly  every  post  office 
has  telegraphic  facilities,  though  in 
some  of  the  busiest  parts  special  tele¬ 
graph  offices  devoted  to  this  branch  of 


the  postal  work  are  provided.  Gov¬ 
ernment  control.  Hours  usually  from 
8  a.m.  to  8  p.m.  ;  Sundays,  in  some 
cases,  from  8  to  10  a.m.  The  follow¬ 
ing  offices,  however,  are  always  open 
week  days  and  Sundays,  day  and 
night : 

Central  Office: — General  Post  Office,  corner  of 
Aldersgate  St.,  E.  C. 

Liverpool  Street  Station: — Terminus  Great 
Eastern  Railway,  E.  C. 

St.  Pancras  Station: — Terminus  Midland  Rail¬ 
way,  N.  W. 

Victoria  Station: — Terminus  London,  Brigh¬ 
ton  and  South  Coast  Railway,  S.  W. 

West  Strand  Post  Office: — Charing  Cross, W.C. 
King’s  Cross: — Terminus  Great  Northern 
Railway,  N.  W.  (except  between  12.30  and 
1.30  p.m.  on  Sundays) 

London  Bridge: — South  Eastern  Railway,  S. 
E. 

Waterloo  Station: — London  &  South  Western 
Railway,  S.  E. 

The  various  railway  stations  accept 
telegrams  for  dispatch  to  all  parts. 
Telegraph  rates,  12  words  for  sixpence, 
half  penny  for  every  additional  word, 
including  address.  All  leading  firms, 
hotels,  etc.,  have  telegraphic  addresses 
to  reduce  outlay  on  address  for  tele¬ 
gram,  such  as  “Scam,”  London,  and 
such  abbreviations  should  be  resorted 
to  when  they  are  adopted.  There  are 
many  American  cable  offices  within 
easy  reach  of  Charing  Cross  and  in 
the  City. 

Telephones. — Telephonic  communica¬ 
tion  is  provided  by  the  government 
and  the  National  Telephone  Company. 
Call  offices  are  freely  distributed 
throughout  the  metropolis,  and  are 
plainly  indicated,  as  well  as  at  the 
post  offices.  The  rate  in  the  metropo¬ 
lis  and  large  towns  and  cities  is  two 
pence  per  call,  within  the  local  area, 
for  three  minutes’  conversation ;  in 
some  towns  it  is  one  penny  for  the 
same  period.  Trunk  calls  can  be  made 
to  almost  any  part  of  the  country,  the 
terms  being  sixpence  for  fifty  miles  of 
distance  for  three  minutes’  conversa¬ 
tion.  Between  7  p.m.  and  7  a.m.  the 
trunk  rates  are  one-half  the  above.  A 
message  of  not  more  than  thirty  words 
can  be  dictated  from  a  call  office  to 
any  post  office  in  the  country  and  de¬ 
livered  by  express  messenger  for  an 
extra  fee  of  3d.  Trunk  communica¬ 
tion  is  also  provided  between  London 
and  Paris,  Brussels,  and  many  other 
parts  of  the  Continent.  Rate,  8s.  for 
a  conversation  of  three  minutes. 

Another  excellent  convenience  for 
the  conveyance  of  messages,  parcels, 
valuables,  or  for  the  performance  of 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


467 


some  especial  duty,  is  the  district  mes¬ 
senger  service.  Call-bells  connected 
with  the  nearest  exchange  of  this  ser¬ 
vice  are  provided  in  every  important 
hotel,  boarding  house  and  business  es¬ 
tablishment.  A  messenger,  in  blue  and 
white  uniform,  will  answer  a  call  with¬ 
in  a  minute  or  two,  and  will  perform 
the  service  required  with  expedition 
and  economy,  the  cost  depending  upon 

SOME  PLACES  AND  HOUSES 

Oliver  Twist — Great  Saffron  Hill  and 
Field  Lane. 

Oliver  Twist  and  Bill  Sykes — St.  An¬ 
drew's  Church,  Ilolborn. 

Ol'ver  Twist — Bill  Sykes’  death — Ja¬ 
cob’s  Island,  Jacob  Street,  Bermondsey. 

Little  Dorrit — Foundling  Hospital. 

Little  L'orrit — Bleeding  Heart  Street, 
Charles  Street,  Hatton  Garden. 

Little  Dorrit — Church  of  St.  George, 
Southwark,  Great  Dover  Street. 

Old  Curiosity  Shop — 14  Portsmouth 
Street  (doubtful). 

Old  Curiosity  Shop — 10  Green  Street, 
Leicester  Square. 

Nicholas  Nickleby — Madame  Manta- 
lini — 11  Wigmore  Street,  W. 

Sketches  by  Boz  (Mrs.  Tibbs)  —  Hun¬ 
ter  Street.  W.  C.  (Gt.  Coram  Street). 

Edw!n  Drood — Staple  Inn,  Ilolborn. 

Honest  John  (Westlock  and  Rose¬ 
bud) — Furnival’s  Inn. 

Mr.  Fledgeby  ( Fubsey  &  Co. )  Our 
Mutual  Friend — The  Albany,  Piccadilly. 

Sairey  Gamp — Kingsgate  Street,  The¬ 
obalds  Road. 

Turveydrop’s  Dancing  Academy — 20 
Newman  Street. 

Samuel  Pickwick — George  &  Vulture 
Inn  (Thomas’  Chop  House) — George 
Yard.  Lombard  Street. 

Sol.  Gill’s  House — 157  Leadenhall 
Street.  The  figure  of  the  wooden  mid¬ 
shipman  is  still  in  the  possession  of 
Messrs.  Norie  &  Wilson,  156  Minor ies. 

Alfred  Jingle  and  Miss  Wardle — 
White  Hart,  High  Street,  Borough. 

Mr.  Squeers — Saracen's  Head.  Snow 
Hill. 

Bob  Sawyer — Lant  Street.  Borough. 

Old  Curiosity  Shop — "Sampson  and 
Sally  Brass,”  Bevis  Marks. 

Mr.  Pickwick.  Alfred  Jingle,  Copper- 
field,  Steerforth,  Mr.  Peggotty — Golden 
Cross  Hotel,  Charing  Cross. 

Martha  (Copperfield) — St.  Martin’s 
Church,  corner  St.  Martin’s  Lane. 

Mr.  Browplow  (Oliver  Tw’st) — 30 
Craven  Street  (Barnett’s  Hotel  t. 

Charles  Dickens  (in  James  Lamert's 
firm) — Ilungerford  Stairs. 

Tom-all-Alone’s  (Bleak  House)  — 
Chandos  Street,  Peabody's  Buildings 

David  Copperfield,  Mrs.  Crupp.  Miss 
Betsy  Trotwood — 37  Buckingham  Street, 
Strand. 

Pickwick — Adelphi  Hotel,  72  John 
Street. 

Mr.  Wardle.  Fat  Boy  Joe.  also  Mr. 
Snodgrass — Osborn’s  Hotel,  Adelphi. 


the  extent  of  the  service  required.  Or¬ 
dinary  service  charges,  8d.  per  hour, 
or  4d.  per  half  mile ;  6d.  a  mile,  in 
addition  to  fares.  These  boys  can  be 
entrusted  with  a  mission  to  any  part 
of  the  world.  This  service  is  very 
convenient  in  connection  with  cable 
communication,  as  the  messengers  will 
convey  the  message  to  the  nearest  de¬ 
sired  cable  office  quickly  and  cheaply. 

DEFERRED  TO  BY  DICKENS. 

Copperfield,  Martin  Chuzzlewit,  Junr., 
Mark  Tapley — The  Fox-under-the-IIill, 
Salisbury  Street. 

Miss  La  Creevy  —  Savoy  Street, 
Strand,  No.  111. 

"Household  Words"  and  “All  the 
Year  Round” — 10  &  26  Wellington 

Street,  Strand. 

"The  Finches  of  the  Grove,”  Herbert 
Pocket,  and  Mrs.  Pip — Tavistock  Ho¬ 
tel,  Covent  Garden. 

Covent  Garden — Little  Dorrit  and 
Our  Mutual  Friend. 

Artful  Dodger  (Oliver  Twist) — Bow 
Street  Police  Court,  Bow  Street. 

Copperfield — Covent  Garden  Theatre. 

Mr.  Snevellicci,  Nicholas  Nickleby — 
Broad  Court.  Bow  Street. 

Barnaby  Rudge — "A  nother  boy 
hanged,”  Gordon  Riots — Bow  Street. 

Bleak  House — C  a  p  t  a  i  n  II  a  w  d  o  n 
(“Nemo”),  Lady  Dedlock.  Poor  Joe — 
Russell  Court,  Catherine  Street. 

Forster’s  Biography  (David  Copper- 
field) — 13  Clare  Court. 

David  Copperfield— Old  Roman  Bath, 
5  Strand  Lane. 

"Magpie  &•  Stump”  (Old  George  IV.), 
Mr.  Lowten  (Pickwick),  Joe  Miller — 
Clare  Market. 

C.  Dickens — 58  Lincolns  Inn  Fields — 
Mr.  Forster’s  House  (Biographer). 

Jarndyce  v.  Jarndyce,  Miss  Flite 
(Bleak  House) — Lincolns  Inn  Hall. 

Kenge  &  Carboy — Old  Square,  Lin¬ 
colns  Inn. 

Serjeant  Snubbin — Old  Square,  Lin 
coins  Inn  (Capt.  Hawdon  lived  and 
died). 

Krook’s  Rag  and  Bottle  Warehouse. 
Miss  Flite's  lodging — 3  Bishops  Court, 
Chancery  Lane. 

"Nemo”  (Captain  Hawdon)  (Bleak 
House),  Poor  Joe — Old  Ship  Tavern, 
Bishops  Court. 

Sol’s  Arms — 65  Hampstead  Rd. 
Transferred  by  Dickens  to  Chancery  La. 

Bleak  House — Took’s  Court,  Cursitor 
Street.  (Cook's  Court.) 

Mr.  Snagsb.v’s  residence — Law  Sta¬ 
tioners,  22  Took’s  Court.  (Cook’s 
Court.) 

Bleak  House — Mr.  Yholes  and  Rich¬ 
ard  Carstone — 22  Symond's  Inn. 

Bleak  House — Gridley  &  Necket, 
Charlie  Tom — Bell  Yard.  Fleet  Street. 

Ruth  Tinch  and  John  Westlock — - 
Fountain  Court.  Middle  Temple. 

Tom  Pinch,  Mr.  Fips.  Martin  Chuz¬ 
zlewit.  and  Mr.  Pecksniff — rump  Court, 
The  Chambers. 


468 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Great  Expectations — Mr.  Pip  &  Her¬ 
bert  Pocket — Garden  Crt.,  Mid.  Temple. 

Barnaby  Rudge — Sir  John  Chester, 
Hugh  S.  Tappertit,  Gabriel  Varden — 
Paper  Buildings,  Kings  Bench  Walk. 

Mr.  Rokesmith  and  Mr.  Boffin — Clif¬ 
fords  Inn,  Fleet  Street. 

Barnaby  Rudge — Hugh  — -  St.  Dun- 
stan's  Church,  Fleet  Street.  (The 
Pump. ) 

Toby  Veck  (The  Chimes) — St.  Dun- 
stan's  Church,  Fleet  Street. 

C.  Dickens — Daily  News,  67  Fleet 
Street.  Supervision  of  Dickens  in  1846. 

Tale  of  Two  Cities — Charles  Darnay 
and  Sydney  Carton — "Ye  Olde  Cheshire 
Cheese,”  Fleet  Street. 

Fleet  Prison  (where  now  stands  Con¬ 
gregational  Memorial  Hall) — Pickwick. 
Sam  Weller,  Dodson  and  Fogg — Bardell 
v.  Pickwick. 

Great  Expectations — 25  Wood  Street, 
Cheapside,  Cross  Keys  Inn  (now  the 
Castle) — Mr.  Pip,  Mr.  Jaggers. 

“Grip,”  the  Raven  (Barnaby  Rudge  I 
— Mrs.  John  M.  Cook,  Mount  Felix 
Walton-on-Thames,  possesses  the  stuffed 
original. 

Dombey  &  Son — Bow  Bells,  Cheap- 
side. 

Bardell  v.  Pickwick — The  Guildhall, 
King  Street,  Cheapside. 

Messrs.  Dombey  &  Son,  near  Royal 
Exchange — (Dombey  &  Son,  Tailors,  120 
Cheapside,  perpetuate). 

Mr.  &  Mrs.  Daniel  Quilp  and  Mrs. 
Jiniwin — 6  Tower  Hill. 

Kittle  Dorrit — Southwark  Bridge  (the 
Iron  Bridge). 

Edwin  Drood — Falcon  Hotel,  Falcon 
Square,  Aldersgate  Street. 

Great  Expectations — Newgate  Prison 
—  Pip  and  Mr.  Wemmiek. 

Nicholas  Nickleby — Saracen’s  Head. 
Snow  Hill — Mr.  Squeers. 

Oliver  Twist — Clerkenwell  Police 

Court. 

Little  Dorrit — Bleeding  Heart  Y’ard — 
Messrs.  Doyce  &  Clennam.  Mr.  and  Mrs. 
Plornish. 

South  Kensington  Museum — Letters 
and  MSS.  of  Charles  Dickens. 

Pickwick — Spaniards  Inn,  Hampstead 
Heath. 

Charles  Dickens — 15  Furnival's  Inn 
(lived) — John  Westlock,  Tom  Pinch. 

Bleak  House — Mr.  Snagsby,  Mr. 
Grewgious — 10  Staple  Inn,  Ilolborn. 

The  mysterious  inscription 
P 

J  T 
1747 

Martin  Chuzzlewit — Bull  and  Anchor 
Tavern,  Sairey  Gamp,  Betsy  Prig,  Mr. 
Lewsome — (The  Bull)  92  Holborn. 

Poll  Sweedlepipes.  Mrs.  Gamp — 
Kingsgate  Street,  ITolborn. 


Billichin,  Mr.  Grewgious,  Miss  Twin- 
kleton,  and  Rosa — 18  Southampton 
Street,  Bloomsbury. 

Barnaby  Rudge — Lord  Mansfield, 
Gordon  Riots — 29  Bloomsbury  Square. 

Bleak  House — Richard  Carstone. 
Ivenge  &  Carboy — 28  Devonshire  Street, 
Bloomsbury. 

Oliver  Twist  and  Nicholas  Nickleby 
were  written  at  48  Doughty  Street. 
Mecklenburg  Square. 

Bleak  House,  Hard  Times,  Little 
Dorrit,  and  Tale  of  Two  Cities,  were 
written  at  Tavistock  House,  Tavistock 
Square. 

Mrs.  Dickens’  (mother)  establishment 
(school) — 147  Gower  Street. 

Master  Humphrey’s  Clock,  Christmas 
Carols,  and  David  Copperfield,  were 
written  at  1  Devonshire  Terrace,  Mary- 
lebone. 

Mr.  Dombey’s  House — -Mansfield 
Street,  Bryanstone  Square. 

Barnaby  Rudge — Lord  George  Gordon 
— 64  Welbeck  Street. 

Mr.  Dorrit — Claridge’s  Hotel,  Brook 
Street,  Grosvenor  Square. 

Pickwick,  Bleak  House,  Mr.  Guppy — ■ 
White  Horse  Cellars,  Piccadilly. 

Chapman  &  Hall  (publishers  of  Dick¬ 
ens) — 11  Henrietta  St.,  Covent  Garden. 

Ralph  Nickleby  (offices) — 6  Golden 
Square. 

Ivenwigs — 48  Carnaby  Street. 

Newman  Noggs — The  Crown  Inn. 
Beak  Street,  Regent  Street. 

Pickwick — Green  Dragon  Tavern, 
Leadenhall  Market. 

Sam  and  Tony  Weller — Blue  Boar. 
Leadenhall  Market. 

Pickwick — Dodson  &  Fogg,  4  New¬ 
mans  Court  (not  FTeeman's) ,  Cornhill. 

Our  Mutual  Friend — Pubsey  &  Co. — 
St.  Mary  Axe. 

Old  Curiosity  Shop — house  of  Samp¬ 
son  Brass — 10  St.  Mary  Axe. 

Pickwick — Bull  Inn  Yard.  24  Aldgate. 

Dombey  &  Son — Aldgate  Pump,  top 
of  Leadenhall  Street. 

Martin  Chuzzlewit— Mrs.  Todger's 
Boarding  House — Fish  Sti’eet  Hill. 

Oliver  Twist — Nancy  ;  Mr.  Brownlow. 
and  Rose  Maylie  (meeting) — London 
Bridge. 

Dickens  (lived  when  a  boy) — 46  I, ant 
Street,  Borough. 

David  Copperfield — St.  George’s  Obe¬ 
lisk,  Borough  Road. 

Fanny  Dorrit — S  u  r  r  e  y  T  li  c  a  I  r  e. 
Blackfriars  Road. 

LTncommercial  Traveller — Bethlehem 
Hospital  (Bedlam)  Lambeth  Road. 

Uncommercial  Traveller — C  h  r  1  s  t 

church  (Newman  Hall),  Lambeth  Road. 

David  Copperfield — Red  Lion,  48  Par 
liament  Street. 

Mary  Graham  and  Martin  Chuzzle¬ 
wit — St.  James’  Park. 

{From  Allbut’s  London  Rambles  with 
Charles  Dickens,  and  others.) 


PRACTICAL  GUTDE  TO  PARIS 


The  following  guide  to  Paris  is  not 
intended  to  take  the  place  of  such 
well-known  guides  as  Baedeker,  Jo¬ 
anne,  etc.,  but  in  certain  respects  it 
will  be  even  more  helpful.  For  in¬ 
stance,  the  “heavy  German”  advice  as 
to  economizing  in  getting  baggage  to 
the  hotel  has  been  neglected,  as  it  is 
believed  that  a  matter  which  does  not 


tariff  at  the  Waldorf-Astoria  in  New 
York  or  the  Touraine  in  Boston,  es¬ 
chewing  the  rare  and  somewhat  expen¬ 
sive  private  bath.  A  good  room  can 
be  secured  in  one  of  the  best  hotels 
in  Paris  for  $2.00  a  day,  as  will  be 
seen  by  the  facsimile  bill  reproduced 
elsewhere.  From  $5.00  to  $6.00  a  day 
should  be  allowed  to  live  comfortably, 


j#'t»  «  if  n  if  «|  1  1 1 


l  *  ¥ 

••  .  '<4  *  7 

2, 

1  ' 

\  If 

,*  ' 

*3.  4  ' 

-i-  - 'g, „ 

153  '  • 

✓  . 

r 

■ 1 

■«*r 

NOTRE  DAME  AND  THE  HEART  OF  PARIS 


involve  more  than  the  expenditure  re¬ 
quired  against  one’s  baggage  from  the 
arrival  platform  at  the  Grand  Cen¬ 
tral  Station  to  a  Fourth  Avenue  car 
would  upset  the  already  keyed-up  trav¬ 
eler.  The  writer  has  recently  visited 
Paris  with  a  view  to  seeing  how  com¬ 
fortable  the  average  American  can  be 
on  a  fair  expenditure  of  money  which 
wrould  call  for  accommodations  such 
as  would  be  supplied  at  the  minimum 


although  if  pensions  are  patronized, 
and  the  stay  is  of  any  length,  the  sum 
can  be  reduced  by  40  to  50  per  cent. 
The  underground  railway,  called  the 
“Metro,”  for  short,  has  reduced  the 
cost  of  sightseeing  very  materially  over 
what  the  writer  had  to  pay  twenty 
years  ago  on  his  first  visit  to  Paris. 

In  the  preparation  of  this  matter 
the  writer  has  had  the  advantage  of 
the  advice  of  his  friend,  Mr.  Francis 


469 


470 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


P.  Mann,  the  Paris  representative  of 
the  Scientific  American.  A  better 
cicerone  than  Mr.  Mann  does  not  ex¬ 
ist,  and  the  details  are  correct  up  to 
the  date  when  the  matter  was  sent 
from  Paris,  February  1,  1910. 

The  traveler  from  America  may  land 
at  a  number  of  different  ports,  but 
is  sure  to  arrive  at  one  of  the  large 
stations  in  Paris,  and  the  method  of 
procedure  is  the  same  at  all.  On  ar¬ 
rival  have  a  porter  take  all  your  bag¬ 
gage,  except  what  has  been  registered 
to  Paris,  and  leave  it  in  the  check  or 
left  baggage  room,  getting  checks 
therefor.  In  French  this  is  called  the 
con  sign  e,  and  the  hotel  porter  will  take 


regiment,”  if  you  have  “anything 
to  declare.”  This  refers  to  provi¬ 
sions  in  bulk,  wines,  cigars,  and 
matches,  which  are  a  government  mon¬ 
opoly,  and  you  will  be  passed  through 
quickly.  Do  not  try  to  bring  in  brandy 
or  other  liqueurs  unless  you  are  seek¬ 
ing  trouble.  The  porter  will  now  take 
you  to  the  cab,  and  you  are  at  liberty 
to  go  to  your  chosen  hotel  without  fear 
of  being  forced  to  stay  if  the  accom¬ 
modations  are  not  satisfactory.  After 
once  being  landed  in  the  heart  of  the 
hotel  district  you  can  walk  from  hotel 
to  hotel  until  you  find  something  to 
suit  you  as  to  location  and  price.  The 
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ORIENTATION  OF  PARIS. 


them  out  later.  They  have  several 
people  for  this  purpose,  and  it  is  the 
particular  business  of  the  hotel  por¬ 
ters  to  bring  the  guests’  baggage  to 
and  from  the  hotel.  The  expense  is 
very  slight,  and  it  saves  a  great  deal 
of  annoyance.  The  baggage  can  be 
left  in  the  consigne  as  long  as  re¬ 
quired,  for  a  small  daily  fee.  It  is 
a  good  plan  to  have  a  small  handbag 
for  toilet  articles,  etc.,  which  can  be 
readily  carried,  so  that  you  will  be 
practically  independent  of  everybody 
owing  to  your  mobile  condition.  After 
your  porter  has  attended  to  this  you 
are  ready  for  a  cab.  As  you  pass 
through  the  exit  you  will  he  asked  by 
the  city  official,  the  representative  of 
what  is  vulgarly  called  “the  green 


porter  by  fifty  centimes,  or  more,  ac¬ 
cording  to  weight.  Disregard  this,  and 
give  him  a  franc.  Do  not  try  to  be 
stingy  at  the  station  ;  it  does  not  pay. 
Of  course,  if  there  is  a  great  deal  of 
baggage,  and  the  party  is  large,  this 
amount  should  be  increased  in  fair 
proportion.  Always  ask  the  cab  driver 
for  his  numero,  as  this  will  enable 
you  to  trace  lost  articles,  and  may 
help  to  settle  disputes.  The  official 
tariff  is  printed  on  the  numero.  See 
page  472. 

It  is  wise  to  select  a  good  hotel 
which  is  used  considerably  by  Ameri¬ 
cans,  for  the  first  day  at  least,  then 
you  can  change  to  a  cheaper  hotel. 
The  Continental,  which  has  been  used 
by  the  writer  a  number  of  times,  and 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


471 


also  llie  Grand  Hotel,  are  recommended 
for  a  preliminary  stop.  Do  not  have 
your  baggage  brought  on  unless  you 
decide  to  stay,  as  this  will  involve  con¬ 
siderable  expense,  unless  your  final 
stopping  place  is  decided  on.  This  de¬ 
cision  having  once  been  made,  give  all 
your  baggage  receipts  to  your  porter, 
who  will  have  all  your  baggage  sent 
to  your  room  in  a  very  short  time.  If 
the  baggage  has  not  been  examined  at 
the  frontier,  or  by  the  customs  officials 
at  some  port,  it  is  necessary  to  send  the 
keys  along  in  order  that  the  baggage 
can  be  looked  over.  The  examination 
is  not  apt  to  be  very  searching. 


RAILWAY  MAP  OF  PARIS. 


There  are  a  number  of  terminals  in 
Paris  : 

1.  Nord:  Place  du  Roubaix.  Sta¬ 
tions  for  trains  for  or  from  Calais, 
Boulogne,  Belgium,  Germany,  etc. ; 
also  local  trains  to  St.  Denis,  Enghien, 
etc. 

2.  Est:  This  is  also  known  as  the 
Strasbourg  Station,  and  is  situated  on 
the  Place  de  Strasbourg.  The  lines 
from  Nancy,  Metz.  Belfort  and  the 
St.  Gotthard  line  come  in  here.  This 
line  also  has  another  station  for  the 
line  to  Vincennes. 

3.  Ouest:  This  line  has  three  sta¬ 
tions  :  the  Gare  St.  Lazare,  Rue  St. 
Lazare,  for  Normandy,  etc.,  local 
trains  to  Versailles,  St.  Cloud,  etc. ; 
Gare  Montparnasse,  for  Versailles, 
etc. ;  Gare  des  Invalides,  for  Versailles 
and  other  lines.  Use  the  Gare  St. 
Lazare  for  express  trains. 

4.  Orleans:  This  railway  company 
has  a  new  and  very  complete  station 
on  the  Quai  d’Orsa.v.  Trains  arrive 
from  and  leave  for  Orleans,  Bordeaux, 
etc.  Take  all  express  trains  here. 
Gare  de  Quai  d’Austerlitz,  the  old  sta¬ 
tion,  is  now  connected  by  a  loop  line. 
Gare  de  Luxembourg,  Boulevard  St. 


Michel  and  Rue  Gay-Lussac,  local 
trains  for  Sceaux  and  Limours. 

5.  Paris,  Lyons  and  Mediterranean 
(Gare  de  Lyon),  Boulevard  Diderot. 
Trains  for  Marseilles,  Nice,  Italy,  via 
Nice  or  Mont  Cenis  tunnel,  leave  from 
this  station ;  also  for  Fontainebleau 
and  other  points  of  interest  near  by. 

For  long  trips  the  Compagnie  Inter¬ 
nationale  des  Wagons-Lits,  3  Place  de 
l’Opera  (the  International  Sleeping 
Car  Company),  should  be  consulted. 
For  other  addresses,  such  as  foreign 
railway  companies,  steamship  compa¬ 
nies,  _  etc.,  consult  the  hotel  porter. 
They  are  all  in  the  foreign  quarter, 
near  the  Opera  House,  within  five  min¬ 
utes’  walk.  They  all  have  plenty  of 
literature,  and  courteous  attendants 
who  speak  English.  Cook’s  office  is 
1  Place  de  1’Opera ;  American  Express 
Co.,  11  Rue  Scribe ;  North  German 
Lloyd,  2  Rue  Scribe;  Hamburg-Amer- 
ican  Line,  1  Rue  Auber;  Cunard  Line, 
2his  Rue  Scribe;  IIolland-America 
Line,  7  Rue  Scribe ;  Dominion  Line, 
9  Rue  Scribe ;  French  Line,  6  Rue 
Auber;  White  Star  Line  and  Red  Star 
Line,  9  Rue  Scribe. 

CABS  AND  MOTOR  CABS 

On  the  next  page  is  a  reproduction  of 
a  uumero  which  should  be  required 
from  the  cab  driver  when  the  cab  is 
taken.  Thus,  this  is  Cab  No.  2111. 
From  this  it  will  be  seen  that  the  rates 
are  as  follows :  From  six  o’clock  in 
the  morning,  in  summer,  or  seven 
o'clock  in  winter,  until  12.30,  the 
course  (a  drive  without  limit  as  to 
distance)  is  one  franc  fifty  centimes 
(30  cents)  ;  by  the  hour,  two  francs. 
(Cab  drivers  are  not  particularly  fond 
of  using  their  vehicles  by  the  hour.) 
From  thirty  minutes  past  twelve  to 
six  o’clock,  in  the  summer,  and  seven 
in  the  morning,  in  winter,  the  course 
is  two  francs  twenty-five  centimes  (45 
cents),  or  two  francs  fifty  centimes 
(50  cents)  per  hour.  This  is  the  max¬ 
imum  tariff  for  what  is  known  as  the 
interior  of  Paris.  The  maximum  tar¬ 
iff  beyond  the  fortifications  includes 
many  pleasant  drives,  such  as  the  Bois' 
de  Boulogne,  Bois  de  Vincennes,  etc. 
The  time  is  based  from  six  o’clock  in 
the  morning  to  midnight,  in  summer, 
from  the  first  of  April  to  the  thirtieth 
of  September,  and  six  o’clock  in  the 
morning  to  ten  o’clock  in  the  evening, 
in  winter,  October  1  to  March  31. 
When  a  passenger  goes  out  of  and 
returns  within  the  limits  of  the  forti¬ 
fications  the  fare  is  two  francs  fifty 


472 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


centimes,  or  fifty  cents  per  hour;  but 
when  the  traveler  leaves  the  carriage 
beyond  the  fortifications  the  driver  is 
entitled  to  an  indemnity  for  the  return 
trip  of  one  franc  (20  cents).  Car¬ 
riages  taken  beyond  the  fortifications 
for  Paris  are  two  francs,  or  forty  cents 
an  hour.  The  charge  for  one  piece 
of  baggage  is  twenty-five  centimes  (5 
cents)  ;  two  pieces,  fifty  centimes  (10 
cents)  ;  three  or  more  pieces,  seventy- 
five  centimes.  The  cab  driver  should 
also  I’eceive  about  twenty-five  centimes 
pourboire  for  very  long  distances,  and 


COMPAGNIE  GENERALE 

t)ES  VOITURES  A  PARIS 

Socl6t6  Anonyrne  an  Capital  de  20,175,520  franca 

A,  Place  Theatre  -  Pranfain 


.2111. 


ton  server  ce  numcro  en  caM4if4aHiationN,  qui  devront, 

e’il  y  lieu,  ctro  a  tires  sees  a  M,  le  l*refet  <le  B*olice. 


VOITUREDE  PLACE  A  2  PLACES 


TAR1F  MAXIMUM  dans  1’INTfiRIEUR  DE  PARIS 


Do  6  heures  du  matin  cn  ete 
De  7  heuros  du  matin  en  liiver 
a  minuit  30  minutes. 

La  Course..  1  fr. 50 
L’Heure  2  fr.  » 


Do  minuit  30  minutes 
&  6  heuros  du  matin  en  ele 
et  a  7  hetires  du  matin  en  hiver 


La  Course. . 
L’Heure. . . . 


3  fr.  35 
3  fr.  5<? 


TARIF  MAXIMUM  au  dela  des  FORTIFICATIONS 

(COIS  DC  BOULOGNE,  BOIS  DE  VINCENNES,  ARCUEIL,  AUDERV1LLIERS, 
BAGNELX,  BAGNOLET,  BOULOGNE,  CIURENTON,  CL1CHY,  CENTILLY, 
ASSY,  IVUT,  LES  LI  LAS,  LES  PRfcS-SAINT-GERVAlS,  LEVALLOIS-PERRET, 
MALAKOFF,  MOPITREIUL,  MONTROL’GE,  NECILLY,  PAMTIX,  ROMAINVILLE, 
SAINT-DEPUS,  SAINT-MANDE,  SAINT-MAURICE,  ,  SAINT-OUF.N,  VANVES, 
VILLEJUIFj  VINCENNES.) 

{ Traiter  de  grd  &  grtf  pour  lei  atitreS  destinations .) 

De  6  heures  du  matin  a  minuit  en  ole  (1*r  dvril  au  30  septcmbre) 
D'e  6  heures  du  matin  a  10  h.  du  soir  or  hiver. (l*r  octobre  au  31  mar«) 


Lorsque  le  voyageuf  rentrcra 
dans  Paris  nvce  la  voiturc 


L’Heure . 


3  fr.  50 


Lorsque  le  voyageur  laissera  la 
voiture  au  dela  des  fortifications 

INDEMN1TE  de  retoar  1  fr.  » 


VOITURE  PRISE  HORS. DES  FORTIFICATIONS  POUR  PARIS 
L’Heure .  3  fr. 


BAGAGES":  1  colis,  25  c.;  2  colis,  50  c.;  3  colis  et  plus,  75  c. 


where  a  cab  is  taken  by  the  hour  the 
amount  should  be  increased  to  fifty 
centimes  (10  cents).  The  fee  should 
also  be  fifty  centimes  where  the  small 
folding  front  seat  is  used  to  accommo¬ 
date  another  person.  For  short  dis¬ 
tances  taximeter  cabs  are  recommend¬ 
ed,  and  the  first  fare  which  shows  up 
on  the  register  after  the  wheels  are 
started  is  seventy-five  centimes  (15 
cents),  for  1,200  meters  or  nineteen 
minutes’  drive.  For  400  meters  addi¬ 
tional,  or  three  minutes’  drive,  ten 
centimes  (2  cents)  will  be  registered 
on  the  indicator.  At  night,  within  the 
city,  fifty  centimes,  or  ten  cents,  extra 
is  expected  per  drive  or  per  hour.  If 
the  taximeter  cab  should  pass  through 


one  of  the  city  gates  an  extra  fifty  cen¬ 
times  (10  cents)  is  paid.  The  indem¬ 
nity  for  the  return  of  the  cab  which 
is  discharged  outside  of  the  gates  is 
the  same  as  the  ordinary  cab,  one  franc 
(20  cents).  Motor  cabs  should  not  be 
confused  with  taximeter  cabs.  There 
are  two  classes.  The  first  class  has  no 
regular  tariff,  but  can  be  engaged  at 
the  principal  hotels  or  the  Central 
Depot  in  the  Rue  de  Halevy,  near  the 
Opera  House.  The  expense  is  about 
twenty  francs  per  half  day  ;  the  short¬ 
est  drive  would  be  at  least  three  francs. 
There  are  two  companies  having  motor 
cabs  in  Paris.  A  cab  for  two  persons 
costs  one  franc  twenty-five  centimes 
(25  cents)  the  first  kilometer,  and  fifty 
centimes  (10  cents)  for  each  additional 
kilometer.  The  cabs  for  four  persons 
cost  one  franc  fifty  centimes,  and  sixty 
centimes  for  each  additional  kilometer. 
A  landau  for  four  or  six  persons  costs 
two  francs,  and  eighty  centimes  for 
each  additional  kilometer.  An  extra 
franc  is  charged  in  each  case  if  the 
cab  is  taken  within  the  fortifications ; 
each  time  the  cab  passes  through  a 
city  gate  there  is  an  extra  charge  of 
one  franc.  If  cabs  are  discharged  out¬ 
side  the  fortifications  the  expense  is 
fifty  centimes  per  kilometer.  This  rate 
refers  to  the  vehicles  of  the  Voitures 
de  Place  Automobile.  The  other  com¬ 
pany  is  the  Compagnie  Frangaise  des 
Automobiles  de  Place.  The  tariff  for 
one  or  two  persons  within  the  city  is 
seventy-five  centimes  (15  cgnts)  for 
the  first  900  meters,  and  ten  centimes 
for  each  additional  300  meters.  Out¬ 
side  the  fortifications,  if  more  than 
two  persons  are  carried,  the  same  fare 
obtains,  but  for  each  750  meters,  with 
250  additional  instead  of  300.  The 
tariff  at  night  calls  for  only  600  meters 
for  the  first  seventy-five  centimes,  and 
200  meters  only  for  each  additional  ten 
centimes.  Fifty  centimes  is  charged 
every  time  a  city  gate  is  passed 
through.  The  indemnity  for  vehicles 
discharged  in  the  Bois  de  Boulogne  is 
one  franc ;  if  discharged  outside  the 
fortifications  the  expense  is  fifty  cen¬ 
times  per  kilometer. 

HOTELS. 

The  hotels  of  Paris  are  famous  all 
over  the  world,  but  the  visitor  who  is 
familiar  with  the  best  hotels  in  New 
York,  Boston  or  Philadelphia,  will  be 
disappointed  with  the  appointments  of 
the  public  rooms.  There  is  little  at¬ 
tempt  made  to  rival  the  splendid  ho¬ 
tels  of  New  York.  The  prices  charged 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


473 


HOTELS  NEAR  THE  OPERA  AND  IN  THE  ENGLISH  QUARTER. 

The  azures  in  the  text  refer  to  street  number.  A.  B.  C.  I>.  refer  to  relative  quality  of  hotels,  thus  A.  Is  better  than  B. 


474 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


are  not  exorbitant,  and  are  usually  less 
than  the  charge  for  the  same  accom¬ 
modations  in  New  York.  The  large 
hotels  in  the  center  of  the  town,  such 
as  the  Hotel  Continental  and  the 
Grand  Hotel,  have  already  been  rec¬ 
ommended  for  a  day  at  least  until  the 
traveler  can  get  his  bearings.  It  is 
possible  to  get  a  good  room  in  these 
hotels  for  10  francs  a  day,  and  some¬ 
times  even  less.  If  desired,  breakfast 
will  be  served  in  the  room  at  an  ad¬ 
ditional  fee  of  ten  cents  or  more.  It 
is  an  exploded  idea  that  you  must  go 
to  a  cafe  in  the  early  morning  for 
breakfast ;  you  are  much  more  com¬ 
fortable  in  your  hotel ;  but  writers  of 
guide  books  still  copy  from  the  vin¬ 
tage  of  IS  (6,  or  thereabouts. 

The  following  list  of  hotels  has  just 
been  compiled  and  checked  as  being 
open  and  prepared  to  receive  visitors 
on  February  1,  1910.  The  most  fash¬ 
ionable  hotels  are  found  near  the  Place 
Vendome.  Here  will  be  found  the 
Hotel  Bristol,  Hotel  du  Rhin,  the 
Hotel  Ititz,  Elysee  Palace  Hotel,  Hotel 
de  l’Athenee.  These  are  all  hotels  of 
the  first  class,  and  are  apt  to  be  ex¬ 
pensive.  Visitors  should  make  search¬ 
ing  inquiries  as  to  expense  before 
bringing  on  heavy  baggage.  Other  ho¬ 
tels  in  the  same  section  are  the  Hotel 
Meurice,  Hotel  Regina,  Hotel  Chat¬ 
ham,  Mercedes  Hotel,  Langham  Hotel, 
and  Hotel  Montana.  Not  far  away 
are  the  following  hotels :  Hotel  Ter¬ 
minus,  Gr.-IIotel  du  Louvre,  Hotel  Mi¬ 
ra  beau.  Hotel  Westminster,  Hotel  de 
Hollande,  Hotel  des  Iles-Britanniques, 
Hotel  Castiglione,  Hotel  de  Londres, 
Hotel  Brighton,  Hotel  de  Lille  et  d’ Al¬ 
bion,  Hotel  de  France  et  Choiseul, 
Hotel  Scribe,  Hotel  d’Albe,  Carlton 
Hotel.  Other  hotels  between  the  Place 
de  la  Concorde  and  the  Madeleine,  and 
the  Palais-Royal  and  Boulevard  Mont¬ 
martre,  are  as  follows :  Hotel  St. 
James  et  d’Albany ;  near  the  Place  de 
l’Opera  is  the  Grand  Hotel  des  Capu- 
cines  and  the  Hotel  de  Russie ;  near 
the  Madeleine  will  be  found  the  Hotel 
de  la  Grande  Bretagne,  the  Hotel 
St.  Petersbourg  and  the  Hotel  Buck¬ 
ingham  ;  near  the  Louvre  will  be  found 
the  Hotel  du  Palais-Royal.  On  the 
left  bank  of  the  Seine  will  be  found 
a  number  of  hotels  which  are  less 
frequented,  and  are  apt  to  be  compara¬ 
tively  inexpensive.  These  are  specially 
patronized  by  students.  Rooms  can  be 
had  as  low  as  3,  344  and  4  francs,  in 
some  cases.  The  Pension  can  be  had 
from  7  to  8  francs  in  most  cases. 


There  are  a  number  of  hotels  near 
the  railway  stations,  as  the  Hotel  Ter¬ 
minus,  near  the  Gare  St.  Lazare.  Near 
the  Gare  Montparnasse  will  be  found 
(he  Hotel  de  la  Marine  et  des  Colo¬ 
nies.  Near  the  Gare  d’Orleans  will  be 
found  the  following  hotels  :  Hotel  des 
Mines,  Hotel  des  Americains,  and  the 
Hotel  des  Etats-Unis. 

'Flie  following  list  of  hotels  is  given 
in  the  “Daily  Mail  Guide  to  Paris,” 
and  includes  some  names  not  listed 
above. 

OTHER  HOTELS. 

Hotel  d’Iena. — 2G,  Avenue  d’ldna.  One  of 
the  best  hotels,  with  all  modern  comforts. 
F.  Schofield,  proprietor.  E.  Wiedemann, 
new  manager. 

Hotel  Crillon. — Place  de  la  Concorde  and 
Rue  Boissy-d’Anglais.  High  class. 

Hotel  Majestic. — Avenue  TCldber,  New. 
First  class.  Located  in  the  most  fashion¬ 
able  and  healthiest  part. 

Carlton  Hotel. — Champs  Elysdes.  Restau¬ 
rant,  grill-room,  teas.  Now  open.  H. 
Ruhl. 

Hotel  Astoria. — Champs  Elys^es.  Up  to 
date.  Unique  position.  High-class  res¬ 
taurant,  Celebrated  orchestra. 

Royal  Palace  Hotel. — 8,  Rue  de  Richelieu. 

Newest  of  Paris  strictly  modern  hotels. 
Hotel  Westminster. — Entirely  rebuilt  in 
1908.  High-class  family  hotel.  L.  Gan- 
dolfo,  manager. 

Hotel  d’Albe. — 55,  Avenue  de  l’Alma. 
Grosvenor  Hotel. — 59,  Rue  Pierre-Charron. 

lOfr.  per  day  for  stay  of  eight  days. 

Hotel  Brighton. — 21S,  Rue  de  Rivoli, 
facing  Tuileries  Gardens.  New  high-class 
residential  hotel. 

Hotel  Campbell. — 47,  Avenue  Friedland. 
Well  known.  First  class.  Entirely  reno¬ 
vated. 

Royal  Hotel. — Champs  Elysdes,  33,  Avenue 
Friedland.  Private  bathroom. 

Hotel  Mirabeau. — Rue  de  la  Paix.  Entire¬ 
ly  reconstructed  with  all  latest  installations. 
Hotel  Madison. — 48,  Rue  des  Petits  Champs. 
Select  and  thoroughly  up  to  date.  Re¬ 
opened  April,  1908.  Hot  and  cold  water 
in  every  room. 

Grand  Hotel  Bergere  and  Maison 
Blanche. — Central  situation.  From  12fr.per 
day.  Every  modern  comfort. 

Princess  Hotel. — 1,  Avenue  du  Bois  de 
Boulogne.  Unique  position.  Private 
apartments,  with  bathrooms. 

Hotel  Lille  et  d’Albion. — 223,  Rue  Saint 
HonorG  Very'  comfortable.  High-class 
residential  hotel.  Moderate  terms. 
Hotels  St.  James  et  Albany. — 211,  Rue 
Saint  Honord  and  Rue  de  Rivoli  202. 
Splendid  position,  overlooking  Tuileries 
garden. 

Hotel  Louvois. — Place  Louvois  (near  Op^ra). 
Every  latest  comfort  and  most  moderate 
terms. 

Hotel  Terminus  Nord. — Boulevard  Denain. 
Opposite  Gare  du  Nord.  All  modern  com¬ 
fort,  First-class  restaurant. 

Hotel  Wagram. — 203,  Rue  de  Rivoli.  En¬ 
tirely  reconstructed.  Up  to  date. 

Hotel  Ferras. — 32,  Rue  Hamelin,  Champs 
Elys^es.  Modern  family  hotel. 


475 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


The  Avenue  Hotel. — 157,  Rue  de  la  Pompe. 
Hotel  de  Bourgogne. — 7,  Rue  de  Bour¬ 
gogne.  From  lOfr.  Excellent  restaurant. 
Hotel  des  Tuileries. — Rue  St.  Hyacinthe. 
Hotel  de  Rivoli  and  Grand  Palais. — 2 
Rue  Jean  Goujon  (Champs  Elys^es).  Apart¬ 
ments  at  moderate  prices.  Home  comforts. 
Adelphi  Hotel. — 4  &  6,  Rue  Taitbout.  I  p 
to  date  and  modem.  New  management. 
Grand  Hotel  des  Acacias. — 47,  Rue  des 
Acacias.  Opened  October,  1909.  From 
9fr. 

BOARDING  HOUSES. 

An  average  inclusive  price  for  a  first-class 
pension  at  ordinary  times  is  lOfr.  daily; 
but  there  are  prices  to  suit  all.  Proprietors 
of  boarding-houses  are  usually  disposed  to 
make  special  terms  for  a  long  stay  (from  150fr. 
to  250fr.  a  month).  In  the  majority  of  the 
boarding-houses  visitors  can  obtain  lessons 
in  conversational  French. 

Hotel  Pension  Simonet. — 5,  Rue  Bassano 
between  Champs  Elysties  and  Trocadero 
(M etro,  Alma).  All  modern  improvements. 
From8fr.  Steam  heat  and  lift. 

Champs  Elys  es. — English  pension,  llbis, 
Rue  Lord  Byron.  Moderate  terms. 
Pension  Hawkes. — 7,  Avenue  du  Trocadero, 
Place  de  l’Alma.  First-class  English  house. 
Board  from  7fr. 

Clairmont  House. — 16,  Rue  de  Calais. 
Bath,  shady  garden,  electricity.  From 
£2  to  £5  weekly. 

Mme.  Gilbert. — 62,  Rue  Singer,  Passy. 
Home  comfort.  French  lessons.  Moderate 
terms. 

Hotel  Pension  Francis. — 3,  Rue  Robert 
Estienne.  With  or  without  board.  From 
6fr.  English  management. 

Villa  Marceau. — 37,  Avenue  Marceau,  near 
Champs  Elysees  and  Etoile.  Moderate 
terms.  From  8fr. 

Hotel  Kuchner-Roth. — 29,  Avenue  Victor 
Hugo.  AO  modem  improvements.  Mod¬ 
erate  charges. 

Pension  Guillier. — 21,  Rue  Valette,  near 
Sorbonne.  Home-like.  Baths.  Garden. 
From  6fr. 

Pension  Zuetner,  9,  Rue  du  Bois  de  Bou¬ 
logne.  First-class.  Newly  furnished  by 
Liberty. 

Mme.  Fran celle.  69,  Rue  Madame. 

The  following  family  hotels  and  pen¬ 
sions  are  recommended.  The  street  ad¬ 
dresses  are  given,  as  they  are  less  well 
known  than  the  hotels  given  in  the  pre¬ 
ceding  list ;  Hotel  Lord  Byron,  Rue 
Lord  Byron  16 ;  Hotel  des  Champs 
Elysdes,  Rue  de  Balsac  3 ;  Pension 
Francis,  Rue  Robert  Estienne  3 ;  Bel- 
lot-Carol,  Rue  Boecador  4 ;  Mme.  Vic¬ 
tor  Genie,  Rue  Marbeuf  6 ;  Mme.  Vil- 
lard,  Av.  Kleber  88bis;  Pension 
Hawkes,  Av.  du  Trocadero  7 ;  Mile. 
Cardon,  Rue  Vital  14 ;  Brenzinger, 
Boul.  Pereire  69 ;  Richard’s  Family 
Hotel,  Rue  Darcet  22;  Pension  Clair¬ 
mont  (Edouard  Poy),  Rue  de  Calais 
16;  The  Home  (Mile.  Hadamla),  Hl.8 
Richepanse  15;  Mme.  Doucerain,  Rue 
Caumartin  12;  The  Marlboro’  (Mmo. 
Wallis),  Rue  Taitbout  24;  Hotel  Dy- 


sart.  Square  Latour-Maubourg  4 ;  Ho¬ 
tel-Pension  de  l'Odeon,  Rue  de  1’Odeon 
3;  Clement,  Boul.  Raspail  140;  Mme. 
Peeler,  Boul.  Raspail  282 ;  Villa  des 
Dames,  Rue  Notre-Dame-des-Champs 
79;  Mrs.  Edward  Ferris  (Amer. ),  97 
Boulevard  Arago ;  and  the  Franco- 
English  Guild,  6  Rue  de  la  Sorbonne. 

RESTAURANTS. 

Most  of  the  restaurants  in  Faris 
only  serve  meals  a  la  carte,  and  eve¬ 
ning  dress  is  usually  worn,  although 
it  is  not  obligatory.  At  all  of  the 
best  hotels  the  waiters  speak  English, 
or  at  least  the  head  waiter  is  always 
able  to  speak  English.  Many  of 
the  large  hotels  have  excellent  restau¬ 
rants,  which  are,  of  course,  open  to 
those  who  are  not  guests  of  the  house. 
Care  should  be  taken  of  the  hors 
d' oeuvres,  or  fruit,  which  has  not  been 
ordered,  as  this  is  apt  to  swell  the  bill 
very  materially.  Fruit  is  notoriously 
expensive  in  Paris,  and  if  any  of  the 
hothouse  varieties  are  partaken  of  the 
bill  will  grow  apace.  Two  people  can 
go  to  a  good  restaurant  in  Paris  and 
get  a  good  dinner  for  about  ,$6.00,  in¬ 
cluding  fair  wines ;  but  this  is  a  vari¬ 
able  quantity,  and  might  readily  be 
more  or  less.  The  following  restau¬ 
rants  are  near  the  Opera,  and  in  the 
center  of  the  city  :  Paillard,  Rue  de 
la  Chaussee-d’Antin  2  and  Boul.  des 
Italiens  38;  Hotel  Ritz,  Three  Ven- 
dome  15 ;  Cafe  de  Paris,  Avenue  de 
l’Opera  41,  West  Side;  Durand.  Place 
de  la  Madeleine  2.  East  Side  ;  Larue, 
Place  de  la  Madeleine  3,  West  Side ; 
Cafe  de  la  Paix,  Boul.  des  Capucines 
12,  North  Side;  Voisin,  Rue  St. 
Ilonore  261  and  Rue  Cambon  16 ;  Cafe 
Anglais,  Boul.  des  Italiens  13,  South 
Side. ;  Henry,  Rue  St.  Augustin  30 ; 
Maire,  Boul.  St.  Denis  14  and  Boul. 
de  Strasbourg  1;  Brasserie  Riche,  Boul. 
des  Italiens  16,  North  Side ;  Restau¬ 
rant  Prunier,  Rue  Duphot  9 ;  and 
Weber,  Rue  Royale  21. 

The  restaurants  in  the  Champs  Ely¬ 
sees  and  the  Bois  de  Boulogne  are 
chiefly  frequented  in  summer.  Those 
especially  recommended  are  the  Res¬ 
taurant  Ledoyen  and  the  Restaurant 
des  Ambassadeurs.  The  following  res¬ 
taurants  are  in  or  near  the  boulevards, 
and  the  list  is  given  after  a  knowledge 
that  they  were  open  for  business,  and 
well  recommended,  on  February  1, 
1910 :  Maxim’s,  No.  3  Rue  Royale, 
is  frequented  almost  entirely  at  night; 
this,  with  the  Abbaye  Royale,  Rat 
Mort,  and  Bal  Tabarin,  should  be  fre- 


476  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


quented  with  judgment  when  ladies 
are  in  the  party;  Grand-Vatel,  Rue 
St.  Honore  275,  Bouillon  Duval,  Place 
de  la  Madeleine  10  (moderate  price)  ; 
Bouillon  Boulant.  35  Boul.  des 
Capucines  (moderate)  ;  Restaurant 
Julien,  3  Boul.  des  Capucines; 
Brasserie  Universelle,  31  Boul.  des  Ca¬ 
pucines  (moderate)  ;  Bouillon  Duval, 
same  address,  also  moderate  priced ; 
Sylvain,  Rue  de  Halevy  12  and  C'haus- 
see-d’Antin  9  (moderate)  ;  Restaurant 
Italien,  Passage  de  1’ Opera  23-25 
(moderate)  ;  Taverne  Pousset,  14 
Boul.  des  Italiens ;  Taverne  Lafitte,  20 
Boul.  des  Italiens ;  Bouillon  Duval,  29 
Boul.  des  Italiens  (moderate)  ;  Noel- 
Peters,  15bls  Boul.  des  Italiens;  Caffe 
Cardinal.  1-3  Boul.  des  Italiens;  Res¬ 
taurant  Gauclair,  Rue  St.  Marc,  cor¬ 
ner  Rue  de  Richelieu  ( moderate )  ; 
Restaurant  Viennois,  20  Boul.  Mont¬ 
martre  (moderate)  ;  Brasserie  Zim¬ 
mer.  18  Boul.  Montmartre  (moder¬ 
ate)  ;  Restaurant  de  la  Terrasse  .Touf- 
froy,  10-12  Boul.  Montmartre  (mod¬ 
erate)  :  Bouillon  Duval,  21  Boul. 
Montmartre  (moderate)  ;  Bouillon 
Boulant,  1  Boul.  Montmartre  (mod¬ 
erate)  ;  Grande  Taverne,  16  Rue 
du  Faubourg-Montmartre  (moderate)  ; 
Restaurant  Moderne,  Rue  Vivienne  45 
(moderate)  ;  Restaurant  Marguery, 
34-38  Boul.  Bonne-Nouvelle  ;  Brasserie 
Muller  et  Blaisot,  35-37  Boul.  Bonne- 
Nouvelle  (moderate)  ;  Restaurant  Vi¬ 
ennois,  Rue  d’Hauteville  5  (moder¬ 
ate)  ;  Restaurant  de  l'Hotel  Continen¬ 
tal,  in  the  Rue  de  Rivoli ;  Bouillon 
Duval.  194  Rue  de  Rivoli  (moderate)  ; 
Restaurant  Delpuecli,  Place  du  Thea- 
tre-Franqais  (moderate)  ;  Caffe-Res- 
taurant  des  Negociants,  Rue  du  Lou¬ 
vre  42  (moderate)  ;  Restaurant  des 
Dames-Seules,  47  Rue  de  Richelieu,  is 
for  ladies  only.  There  is  a  good  res¬ 
taurant  in  the  Terminus  Hotel  in  the 
Gare  St.  Lazare  21.  The  restaurants 
on  the  left  bank  which  are  recommend¬ 
ed  are  as  follows :  Restaurant  de 
l'Hotel  du  Palais  d’Orsay,  in  the  Quar- 
tier  St.  Germain ;  Bouillon  Duval,  170 
Boul.  St.  Germain  (moderate)  ;  Caffe- 
Restaurant  Lavenue,  Rue  de  Depart 
1 ;  Taverne  de  la  Brasserie  Dumesnil 
Freres,  Boul.  du  Montparnasse  73 ; 
Cafe-Restaurant  Vachette,  25  Boul. 
St.  Michel  (moderate)  ;  Taverne  du 
Pantheon,  63  Boul.  St.  Michel  (mod¬ 
erate)  ;  Bouillon  Boulant,  34  Boul.  St. 
Michel  (moderate)  ;  Foyot,  Rue  de 
Vaugirard  22bls  and  Rue  de  Tournon 
33 ;  and  Cafe-Restaurant  Voltaire, 
Place  de  l’Odfeon  1  (moderate). 


CAFES 

The  cafes  are,  at  all  periods  of  the 
year,  one  of  the  features  of  Paris.  They 
may,  with  very  few  exceptions,  be  fre¬ 
quented  during  day  or  evening  by  the 
gentler  sex.  After  11  or  12  p.  m.  a  cer¬ 
tain  number  should  be  avoided.  Many 
of  the  cafes  in  this  necessarily  brief  no¬ 
tice  may  be  visited  at  all  times.  Many 
cafes  are  also  restaurants,  where  drinks 
are  not  obtainable  inside  during  meal 
hours,  but  outside,  “on  the  terrace,’’  re¬ 
freshments  are  served  at  all  hours. 
Prices  of  refreshments  vary  according  to 
the  location  and  popularity  of  the  estab¬ 
lishment.  Thus,  what  is  not  obtainable 
for  less  than  75  c.  at  the  Cafe  de  la 
Paix,  costs  only  50  c.  at  tile  Brasserie 
Pousset,  on  the  Bd.  des  Italiens.  A  bock 
(glass  of  beer)  is  the  cheapest  drink ; 
30  to  50  c.  It  is  frequently  called  a 
“quart,”  and  when  a  "quart”  costs  30  e. 
a  "demi”  (double  quantity)  costs  50  c. 
The  price  of  the  refreshment  is  marked 
on  the  saucer  served  with  it. 

The  most  popular  Parisian  drinks  are  : 
cafe  (coffee  without  cream  or  milk),  ab¬ 
sinthe,  vermouth  (French  or  Italian), 
amer  (bitter) — taken  with  curagao, 
kirsch  or  grenadine, — grog  americain, 
madere,  porto,  malaga,  menthe  (white 
or  green),  chartreuse,  anisette,  kummel, 
cognac ;  sweet  “long”  drinks  are :  gro- 
seille,  grenadine,  orgeat,  orangeade, 
citronade.  taken  with  plain  or  -seltzer 
water.  Tea,  coffee  and  chocolate  are 
served  at  all  hours.  Writing  materials 
always  furnished  free  of  charge.  Aver¬ 
age  price  for  the  above  refreshments  is 
50  c.  to  1  fr.  in  the  better  class  cafes 
and  30  to  60  c.  in  others.  Minimum 
gratuity  10  c.  to  20c. 

Cafes  are  open  from  7  or  8  a.  m. 
until  1  or  2  a.  m.  Some  cafes  are  open 
all  night.  Good  lunches,  dinners  and 
suppers  may  be  obtained  at  most  cafes 
and  brasseries,  many  of  which  enjoy  a 
first-class  reputation  as  restaurants. 

Among  the  leading  cafes  and  bras¬ 
series,  all  of  which  are  restaurants, 
are :  Durand,  2,  Place  de  la  Made¬ 
leine  ;  Grand  Cafe,  14,  Bd.  des  Capu¬ 
cines,  specialty,  billiards  ;  music  from  9 
p.  m.  ;  Cafe  de  la  Paix,  12,  Bd.  des 
Capucines  and  Place  de  I’Opfera ;  Bras¬ 
serie  Universeile,  31,  Av.  de  1’ Opera ; 
Brasserie  de  l’Opera,  26,  Av.  de  i’Opera  ; 
Caffe  Amfericain,  4,  Bd.  des  Capucines, 
renowned  dining  and  supper  resort  ; 
Cafe  Glacier  Napolitain,  1,  Bd.  des  Ca¬ 
pucines  ;  Maxim's,  rue  Iioyale  ;  Taverne- 
Royale,  25,  rue  Royale ;  Weber’s,  23, 
rue  Royale :  Cafe  Pousset.  14,  Bd.  des 
Italiens ;  Cafe  Mazarin,  16,  Bd.  Mont¬ 
martre  ;  Caffe  Riche,  rue  Le  Peletier, 
corner  of  Bd.  des  Italiens ;  Brasserie 
Zimmer,  18,  Bd.  Montmartre;  Brasserie 
Muller  (Caffe  de  Madrid),  6,  Boulvd. 
Montmartre ;  Caffe  des  Varietfes,  9,  Bd. 
Montmartre  (famous  resort  of  actors)  ; 
Cafe  Brfebant,  13,  Bd.  Toissonnifere ; 
Brasserie  Muller,  35.  and  37,  Bd.  Bonne- 
Nouvelle  ;  Cafe  de  la  Terrasse,  30.  Bd. 
Bonne-Nouvelle ;  Caffe  de  la  Rfegence 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


477 


(where  “chess"  is  greatly  played),  rue 
St.-Honore,  Place  due  Theatre  Frangais  ; 
Cafe  d'Harcourt,  47,  Bd.  St. -Michel ; 
Caf6  de  Versailles,  1,  Place  de  Rennes ; 
Cafe  du  Cercle,  119,  Bd.  St. -Germain ; 
Cafe  des  Ecoles  Reunies,  98,  Bd.  St. 
Germain ;  Cafe  de  la  Rotonde,  88,  Bd. 
St.-Michel ;  Brasserie  Vetzel,  1,  r.  Auber 
(opposite  the  Grand  Opera)  ;  Cafe 
Americain,  10,  Place  de  la  Republique  ; 
Cafe  Brasserie  de  l’Bsperance,  18,  Av. 
de  la  Grande-Armee ;  Cafe  Restaurant 
du  Barreau,  10,  Bd.  du  Palais  (fre¬ 
quented  by  the  legal  profession)  ;  Cafe 
Restaurant  des  Sports,  89,  Av.  de  la 
Grande  Armee.  The  number  of  cafes 
in  Paris  is  so  great  that,  an  attempt 
has  been  made  only  to  indicate  a  few 
enjoying  great  popularity. 

There  are  cafes  or  brasseries  adjoin¬ 
ing  nearly  all  the  theatres  and  concert 
halls.  Electric  bells  ring  about  a  couple 
of  minutes  before  each  act  is  about  to 
begin. 

There  are  some  excellent  Italian 
restaurants  in  Paris  where  the  food  is 
very  good  and  the  prices  are  moderate. 

It  is  needless  to  say  that  if  repeated 
visits  are  paid  to  the  same  restaurant, 
the  effect  of  liberal  tips  will  soon  be 
felt. 

The  best  cafes  can  be  visited  with 
propriety  by  ladies,  although  Parisian 
ladies  of  the  highest  class  rarely  patro¬ 
nize  them.  Cafes  on  the  north  side  of 
the  Boulevard  Montmartre  should  be 
avoided. 


BRASSERIES 

Many  cafes  are  still  termed  Brasser¬ 
ies  ;  at  some,  good  meals  are  obtainable 
at  a  very  moderate  figure.  At  the  Bras¬ 
serie  Universelle,  31.  Av.  de  l'Opera,  a 
good  lunch  may  be  had  for  about  2%  fr. 
At  all  brasseries  the  beer,  whether  Ger¬ 
man  or  French,  is  particularly  good. 
Among  the  best  known  are  :  Muller,  GO, 
faubourg  Montmartre ;  I’ousset,  14,  Bd. 
des  Italiens ;  Zimmer,  18,  Bd.  Mont¬ 
martre  ;  Pschor,  2,  Bd.  de  Strasbourg : 
Montmartre,  01,  rue  du  Faubourg-Mont- 
martre ;  Mollard,  113-117,  rue  St.  La- 
zare  (opposite  Terminus  Hotel)  ;  Coq 
d’Or,  149,  rue  Montmartre. 

WINE  SHOPS 

The  wine  shops  of  Paris  are  very 
numerous,  but  are  largely  frequented 
by  the  lower  classes  and  are  not  visited 
by  English-speaking  people  to  any  ex¬ 
tent.  Wine  is  obtainable  anywhere  in 
Paris,  but  is  apt  to  be  dear  and  indif¬ 
ferent.  Red  Bordeaux  costs  anywhere 
from  2%  to  4  fr.  a  bottle;  white  Bor¬ 
deaux  is  about  the  same  price.  Bur¬ 
gundy  costs  4  fr.  a  bottle.  Champagne 
does  not  have  the  vogue  in  France  that 
it  does  in  other  countries. 


BARS  (ENGLISH  AND  AMERICAN) 

Those  enjoying  the  best  repute  are : 
Henry’s  Bar,  11.  rue  Volney :  Chatham 


Hotel  Bar,  17,  rue  Daunou ;  Saint- 
Petersburg  Hotel  Bar,  rue  Caumartin  ; 
Chicago  Bar,  12,  rue  Taitbout ;  The  Bo¬ 
dega,  234,  rue  de  Rivoli,  etc.  There  is 
also  a  bar  in  the  Grand  Hotel. 

PASTRY  COOKS  AND  TEA  ROOMS 

For  amateurs  of  cakes,  creams,  ices 
and  light  refreshments,  Paris  provides  a 
great  number  of  well  managed  shops 
and  rooms  where,  at  moderate  figures, 
one  may  obtain  all  one  desires  in  this 
department.  Some  of  the  pdtissiers  have 
acquired  a  great  reputation  for  their 
various  specialties.  The  following  will 
be  found  especially  good :  Wanner, 
Patisserie  Viennoise,  3,  Chaussee  d’An- 
tin ;  Chiboust,  163,  rue  St. -Honors ; 
Bourbonneux,  place  du  Havre  ;  Laduree, 
16,  rue  Royale  ;  Potel  et  Chabot,  2  Av. 
Victor  Hugo. 

Good  cakes,  etc.,  to  be  had  at  Lip- 
ton’s  Tea  Rooms,  37,  Bd.  Haussmann, 
Paris. 

Afternoon  tea  is  obtainable  also  at 
the  following  places ;  Hotel  Montana, 
11,  rue  de  l’Echelle  (corner  of  Av.  de 
l’Opera)  ;  Hotel  Continental,  rue  de 
Rivoli ;  English  Dairy  Co.,  8,  rue  Cam- 
bon ;  Rumpelmeyer,  226,  rue  de  Rivoli  ; 
Colombin,  6,  rue  Cambon  ;  Marlborough, 
5,  rue  Cambon :  Maison  Ixe,  6,  rue 
Halevy ;  Ritz  Hotel,  Place  Vendome ; 
Elysee  Palace  Hotel,  Av.  des  Champs- 
Elysees :  Grand  Hotel,  Bd.  des  Capu- 
cines ;  Wanner,  3,  rue  de  la  Chaussee- 
d’Antin  (Viennese  confectionery)  ;  Chi¬ 
boust,  163,  rue  St.-Honore;  Hotel  As¬ 
toria.  Champs-Elysees :  Hotel  Campbell, 
Av.  Friedland ;  Laduree,  16,  rue  Roy¬ 
ale  ;  W.  II.  Smith  &  Son,  248,  rue  de 
Rivoli  (reading  room  and  tea  rooms 
combined)  ;  Medova  Tea  Rooms,  3,  rue 
de  l’Echelle. 


BANKS 

Most  of  the  banks  have  their  offices  in 
the  foreign  quarter  near  the  Opera  and 
Madeleine.  English  is  spoken  at  all  of 
the  big  banks.  Letters  of  credit,  checks, 
etc.,  can  be  cashed  at  the  office  of  the 
American  Express  Company,  T.  Cook  & 
Son,  etc. 

NEWSPAPERS  AND  MAGAZINES 

There  are  3,218  newspapers,  etc.,  in 
Paris.  They  are  chiefly  sold  at  the 
kiosks  or  stalls  on  the  boulevards. 
These  kiosks  are  allotted  by  the  Prefect 
of  the  Seine  to  the  widows  of  naval 
officers,  judges  and  other  functionaries, 
who  rent  them  out  to  the  actual  occu¬ 
pants.  The  principal  newspapers  in 
Paris  are  Le  Petit  Parisien ,  Le  Petit 
Journal,  Le  Matin,  Le  Journal,  Le 
Figaro,  L’Echo  de  Paris,  Le  Temps, 
L’Eclair,  Oil  Bias,  La  Patrie  and  La 
Presse.  Among  the  best  illustx-ated 
weeklies  are  L’ Illustration,  Le  Monde  II- 
lu.ytre  and  La  Vie  an  Grand  Air. 


47S 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


BELT  (CEINTURE)  RAILWAY 

This  railway,  called  Chemin  de  fer  de 
Ceinture,  effects  the  circuit  of  the  city 
(22  miles)  in  1  hour  40  minutes.  The 
stations  at  which  trains  stop  are 
Courcelles-Ceinture,  Courcelles-Levallois, 
Neuilly-Porte-Maillot,  avenue  du  Bois- 
de-Boulogne,  avenue  Henri-Martin, 
Passy,  Auteuil,  Point-du-Jour,  Grenelle, 
Vaugirard,  Issy,  Ouest-Ceinture,  Mon- 
trouge,  La  Glaciere,  Gentilly,  La  Mai- 
son  Blanche,  OrlSans-Ceinture,  La  Ra- 
pee-Bercy,  Bel-Air,  avenue  de  Vincen¬ 
nes,  rue  d’Avron,  Charonne,  Menilmon- 
tant,  Belleville-Vilette,  Pont-de-Flandre, 


FURNISHED  APARTMENTS 

Furnished  flats  or  apartments  can  be 
had  anywhere  in  Paris.  Single  rooms 
in  a  good  location  cost  from  80  to  125  fr. 
a  month.  Often  the  porter's  wife, 
called  the  “concierge,”  will  take  care 
of  the  room  for  a  small  consideration. 
Of  course,  furnished  apartments  can  be 
had  up  to  almost  any  figure.  Unfur¬ 
nished  apartments  are  advertised  by  a 
white  bill,  furnished  apartments  by  a 
yellow  bill.  Always  be  very  careful  to 
take  an  inventory  when  renting  a  room 
or  an  apartment,  as  the  landlord  will 
surely  do  the  same.  Rents  are  payable 
a  month  in  advance. 


NEpjj^/Grandes 

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la  Roquette 

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239* 


67* 


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\  r  109* 

f  Plaisance.  • 

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•  petit  i 

;'Mon  trouPe/' 

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102*15 


Salpt-ri^re 

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.  Be 


eJSLS 


PicpuS  j  93b 

103*60  ^ 


\ 


Janche\ 

173*60  \ 


la  Gare* 

202*20 


MAP  OF  PARIS,  SHOWING  DIVISION  INTO  ARRONDISSEMENTS 


Est-Ceinture,  La  Chapelle-St. -Denis, 
Nord-Ceinture,  boulevard  Ornano,  ave¬ 
nue  de  St.-Ouen,  avenue  de  Clichy  and 
back  again  to  Courcelles-Ceinture. 
Trains  every  10  minutes.  Fares  vary 
according  to  distance.  First  class  sin¬ 
gle,  40  c.  to  00  c.  :  return,  60  c.  to  90  c. 
Second  class  single,  20  c.  to  30  c.  ;  re¬ 
turn,  30  c.  to  50  c. 

In  connection  with  this  railway, 
trains  run  from  the  Gare  St.-Lazare 
to  Courcelles-Levallois,  via  Batignollcs. 
From  Courcelles-Levallois  some  proceed 
as  far  as  Auteuil,  while  others  go  to  the 
Tnvalides,  via  Porte-Maillot,  Henri-Mar¬ 
tin,  Boulsinvilliers,  quai  de  Passy, 
Champs  de  Mars,  avenue  de  la  Bourdon- 
nais  and  Pont  de'  l'AIma. 


HORSE  RACING 

This  amusement  is  very  popular  and 
most  of  the  horse  race  courses  are 
within  easy  reach  of  the  capital.  The 
porter  of  the  hotel  will  be  glad  to  give 
information  and  all  events  of  this  kind 
are  published  in  the  daily  papers. 

LAVATORIES 

Lavatories  ( Chdlets  de  NtcessiM  or  de 
Commodity)  will  be  found  all  over 
Paris.  Fee,  5-15  centimes,  a  few  higher 
in  price.  Where  the  facilities  of  hotels 
are  used  a  fee  should  be  given  tb  the 
attendant.  All  railroad  stations  are 
adequately  provided.  Sanitary  plumb¬ 
ing  in  France  is  far  behind  the  United 
States. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


479 


LOST  AND  FOUND 

Property  which  has  been  found  in 
cabs  or  other  conveyances,  public  build¬ 
ings,  etc.,  is  taken  to  the  office  of  the 
district  commissioner  of  police.  If  not 
claimed  within  48  hours  it  is  sent  to 
the  Bureau  des  Objets  Trouves  at  the 
Prefecture  of  I’olice,  36,  Quai  des 
Orfevres. 

MESSENGER  BOYS 
There  is  an  excellent  service  of  mes¬ 
senger  boys,  corresponding  to  our  own 
in  large  cities.  They  are  called  in  the 
same  way  by  the  messenger  call  box. 
The  average  charge  is  a  franc  an  hour 
and  the  expense  of  taking  a  telegram  to 
the  post-office  or  calling  a  cab  is  20  cen¬ 
times. 


OMNIBUSES  AND  TRAMWAYS 

There  are  nearly  one  hundred  omni¬ 
buses  and  tramway  lines  in  Paris  and 
they  afford,  after  the  Metro,  perhaps  the 
best  means  of  getting  around  the  city, 
if  a  carriage  or  taxicab  is  not  required. 

Each  vehicle  is  distinctly  marked  with 
the  initial  and  terminal  point  of  its 
journey  and  the  direction  in  which  the 
omnibus  is  going  is  indicated  by  a  mov¬ 
able  board  at  the  rear  end  of  the  bus 
or  tram.  When  full,  a  notice  to  that 
effect,  the  word  complet  (in  blue  let¬ 
ters  on  a  white  ground  generally)  is 
placed  over  the  door.  Vehicles  stop  at 
any  point  desired,  except  in  the  prox¬ 
imity  of  an  office,  where  passengers  wait 
and  are  sheltered.  On  entering  office, 
take  a  number,  a  little  ticket  varying 


THE  SEINE,  WITH  NOTRE  DAME  IN  THE  DISTANCE 


NUMBERING  THE  STREETS 

In  Paris  the  numbers  begin  at  the 
street  end  nearest  the  Seine  when  the 
street  is  nearly  at  right  angles  with  the 
river.  When  streets  run  more  or  less 
parallel  with  the  river  the  numbers  fol¬ 
low  its  course.  Even  numbers  are  al¬ 
ways  on  the  right-hand  side  of  the 
street,  odd  numbers  on  the  left  hand, 
following  the  above  named  course. 


in  color  according  to  destination.  On 
the  •  arrival  of  every  vehicle  the  num¬ 
bers  for  that  destination  are  called  over 
and  the  holder  takes  his  numerical  turn. 
The  system  is  an  admirable  one,  though 
at  times  passengers  experience  long 
waits. 

Fares  are  generally  as  follows :  Out¬ 
side  ( imperialc )  15  c.  ;  inside  (intr- 

ricur)  30  c.  ;  correspondence  tickets  are 
given  without  extra  charge  to  inside 
passengers.  Ask  for  same  on  paying 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


4*0 


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P/d Auster/itz  -  _  d°—  -  •  —  - .  - 

Tui/eries  -  Suresnes . 

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MAP* OF  RIVER  SEINE,  SHOWING  STOPS  OF  RIVER  STEAMERS. 

1.  Boats  on  the  Seine. 

2.  Charenton  Auteuil. — Week  days,  10  centimes. 

3.  Pont  d’  Austerlitz  Auteuil. — Week  days,  10  centimes. 

Pont  Royal  Suresnes. — Week  days,  20  centimes. 

Sundays,  double  fare. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


481 


fare.  They  entitle  holder  to  transfer  to 
any  other  one  crossing  the  route.  “Cor- 
respondance,  s’il  vous  plait”  is  the  cus¬ 
tomary  phrase  for  asking  for  a  transfer 
ticket.  By  this  arrangement  almost  any 
point  of  Paris  may  be  reached  for  30  c. 
from  any  other  point.  Outside  passen¬ 
gers  who  ask  for  a  correspondance  pay 
30  c. 

On  some  trams  section  fares  (5  e., 
10  c.  and  upward)  are  now  charged. 
The  fares  on  suburban  trams  often 
reach  1  fr.  for  very  long  distances. 

POSTAL  INFORMATION 

The  inland  postal  rate  for  letters  and 
letter  cards  is  10  c.  for  15  grams.  Pos¬ 
tal  cards,  10  c.  Letters  and  letter  cards 
in  the  International  Postal  Union,  25  c. 


SERVANTS 

A  cook  in  Paris  commands  60  fr.  a 
month  or  more,  while  a  girl  to  do  gen¬ 
eral  housework  costs  from  40  to  60  fr. 
a  month.  It  is  customary  to  give  ser¬ 
vants  at  least  10  fr.  a  month  for  wine, 
or  else  given  them  three  bottles  a  week. 
There  is  no  difficulty  in  getting  ser¬ 
vants  to  do  general  work  for  a  few 
hours  a  day,  as  taking  care  of  an  apart¬ 
ment.  This  is  often  done  by  the  “con¬ 
cierge,”  or  who  will  be  glad  to  recom¬ 
mend  some  one,  at  any  rate. 

TELEPHONES 

Telephones  will  be  found  in  all  post- 
offices,  hotels,  etc.-  The  charges  are 
15  c.,  or  3  cents,  for  three  minutes’ 


. ,.  A  j 

1  1 

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HEW  FROM  THE  ARC  DE  TRIOMPHE,  SHOWING  EIFFEL  TOWER 


for  the  first  15  grams  and  15  c.  for  each 
additional  15  grams.  Postal  cards,  10  c. 
Books  and  printed  matter  must  be  open 
at  both  ends  ;  5  c.  for  50  grams,  limit 
of  weight  2  kilos. 

REGISTRATION  OF  FOREIGNERS 

All  foreigners  who  are  desirous  of 
earning  a  living  in  Paris  are  obliged  to 
register  at  the  Prefecture  of  Police 
within  a  week  of  their  arrival. 


conversation  (local  calls).  Suburban 
calls,  25  c.  within  a  radius  of  25  kilo¬ 
meters.  An  annual  subscription  for  a 
private  telephone  costs  400  fr.  a  year, 
or  $80.00. 

The  following  addresses  have  heen 
selected  by  Mr.  Maun,  as  the  individ¬ 
uals  and  concerns  were  in  business  and 
well  recommended  on  February  1, 
1910: 


482 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Baths. 

Hammam,  rue  des  Mathurins  18. 
Ste.  Anne,  rue  Sainte  Anne  58. 
Schich,  rue  de  Dunkerque  56. 
Colisee,  rue  du  Colisee  14 
Debry  Ave.  Victor  Hugo  109. 

Flevin,  ave.  Wagram  28. 
Gvmnasium,  Passage  de  l’Opera  19. 
Lra  venue,  Cite  du  Retiro  1. 

St.  Roch,  rue  St.  Honord  274. 
Susson,  rue  Washington  25. 


Boot-makers. 

Justesen,  rue  de  la  Paix  2. 

Hellstein,  Place  Vendome  23. 

American  Shoe  Stores,  ave.  de  l’Op^ra  15, 
Chat  Noir,  bd.  des  Italiens  18. 

High  Life,  bd.  des  Italiens  30. 

Taitbout,  bd.  des  Italiens  22. 

The  Sport,  bd.  Montmartre  17. 

Manfield,  bd.  des  Capucines  8. 

Pinet,  bd.  de  la  Madeleine  1. 


f 

V 

K 

AVENUE  DE  BOIS  DE  BOULOGNE,  LOOKING  TOWARD  L’ETOILE 


Barbers. 

Barnes,  rue  Boissy  d’Anglas  30. 
Langres,  rue  Boissy  d’Anglas  17. 
Albert,  rue  Bayen  51. 

Albert,  bd.  Haussmann  45. 

Beautier,  ave.  Victor  Hugo  95. 
Camille.  Croisat,  rue  4  Septembre  9. 
Lespfes,  bd.  Montmartre  21. 
Guionnet,  rue  Meyerbeer  3. 
Gustave,  rue  Royale  22. 

Befficre,  rue  du  Havre  5. 

Articles  de  Voyage. 

Vuitton,  rue  Scribe  1. 

Au  Touriste,  ave.  de  l'Op^ra  36  bis. 
Davis,  rue  Meyerbeer  3. 

Delion,  bd.  des  Capucines. 

Au  Depart,  ave.  de  l’Op^ra  29. 
Girardeau,  rue  Scribe  7. 

Kendall  &  Co.,  rue  de  la  Paix  17. 
Moynat,  Place  du  Theatre  Frangais. 
Vodable,  ave.  de  1’Opdra  15. 


Bronzes,  etc. 

Gabreau,  rue  Druot  5. 

Goldscheider,  ave.  de  l’Opdra  28. 
Pannier,  rue  Scribe  6. 

Herzog,  rue  de  Chateaudun  41. 

Samson,  ave.  de  l’Opera  30. 
Siot-Decauville,  bd.  des  Capucines  24. 
Lacarriere,  place  Vendome  18. 

Soci^te  Frangaise,  rue  de  la  Paix  10. 
Rechond,  bd.  Montmartre  11. 

Druggists. 

Mille  &  Caillaud,  rue  Druot  25. 

C^dard,  place  du  Theatre  Frangais  2. 
Delouche,  place  Vendome  2. 

Duret,  bd.  Malesherbes  19. 

Pachaut,  bd.  Haussmann  130. 

Normale,  rue  Druot  17. 

Pepin,  rue  4  Septembre  9. 

Molnat,  rue  Boissy  d’Anglas  31. 

Caste,  rue  Washington  3. 

Catellan  (Homoeop.),  bd.  Haussmann  21. 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


48.1 


Cigars ,  etc. 

Didier,  bd.  des  Capucines  35. 

Bethout,  bd.  des  Italiens  8. 

Bamabe,  bd.  Bonne  Nouvelle  23. 

•Toubert,  bd.  Haussmann  96. 

Pages,  ave.  des  Champs  Elysdes  88. 

Puech,  bd.  Malesherbes  32. 

Segare,  rue  Royale  14. 

Salgues,  bd.  Malesherbes  103. 

A  la  Civette,  rue  St.  Honors  157. 

Vazille,  rue  du  Faubourg  Poissonniere  115. 

DEPARTMENT  STORES. 

Paris  contains  several  vast  department 
stores  or  general  emporiums,  in  which  may 
be  obtained  articles  of  clothing  of  every 
possible  description,  fancy  goods  in  infinite 
variety,  furniture,  etc.  Apart  from  the 
question  of  purchasing,  these  emporiums  are 
worth  a  visit,  as  constituting  one  of  the  sights 
of  Paris. 

The  clerks  in  these  large  shops  are  quite 
accustomed  to  customers  who  speak  little 
or  no  French,  and  are  most  courteous.  Many 
of  them  who  do  not  rank  as  interpreters  speak 
a  little  English. 

The  principal  department  stores  are: 
Louvre. — Rue  de  Rivoli,  Palace  du  Palais- 
Royal,  Rue  Saint-Honord,  and  Rue  Maren¬ 
go.  Goods  of  the  best  quality  at  advan¬ 
tageous  prices.  London:  New  Bond  Street, 
W. 

Printemps. — Boulevard  Haussmann,  Rue  du 
Havre,  Rue  de  Provence,  and  Rue  Cau- 
martin.  Ladies’  dresses  and  millinery. 
Men’s  clothing,  hats,  and  boots.  Chil¬ 
dren’s  outfits,  household  requisites,  furni¬ 
ture,  carpets,  etc.,  at  reasonable  prices. 
Galeries  Lafayette. — Rue  Lafayette, Boule¬ 
vard  Haussmann,  and  Chaussde  d’Antin. 
Costumes,  cloaks,  furs,  skirts,  blouses, 
hats,  veilings,  etc.  Tasteful  novelties  at 
low  prices. 

Bon  Marche. — Rue  du  Bac,  Rue  de  Sevres, 
Rue  de  Babylone,  and  Rue  Velpeau. 
(Maison,  Artistide  Boucicaut.) 

La  Samaritaine. — 75,  Rue  de  Rivoli,  and 
Rues  du  Pont-Neuf  and  de  la  Monnaie. 
The  noted  cheap  department  stores. 
Showrooms,  99,  Regent  Street,  London. 

Old  England. — 12,  Boulevard  des  Capucines. 
La  Cour  Batave. — 41,  Boulevard  Sdbasto- 
pol.  Specialty  of  ladies’,  gentlemen’s, 
and  children's  linen. 

DRESSMAKERS. 

Paris  is,  of  course,  the  centre  of  the  dress¬ 
making  world.  Women  come  from  all  comers 
of  the  earth  to  be  clothed  by  the  great  dress¬ 
makers  of  the  Rue  de  la  Paix,  and  an  amount 
of  skill,  study,  originality,  and  application 
is  devoted  to  conceiving  and  executing  the 
great  dressmaking  creations  of  which  the 
outside  world  has  so  little  knowledge. 

There  are  some  hundred  good  dressmakers 
in  Paris,  but  only  about  a  dozen  stand  for 
that  perfection  which  has  given  Paris  its 
reputation,  and  perhaps  only  three  or  four 
set  the  fashions.  Each  of  the  big  houses 
has,  however,  a  style  of  its  own  and  women 
of  experience  know  which  to  seek  according  to 
their  requirements. 


THEATRES. 

The  following  is  a  list  of  the  theat¬ 
rical  performances,  concerts,  etc., 
which  were  available  for  visitors  on 
the  18th  of  January.  A  similar  list 
can  be  obtained  from  any  of  the  good 
French  newspapers,  or  the  English  pa¬ 
pers,  the  Herald  and  Daily  Mail. 
There  is  also  an  excellent  little  pub¬ 
lication,  entitled  “La  Semaine  de 
Paris,”  which  is  sold  for  a  few  cents 
at  the  principal  hotels.  This  can  also 
be  obtained  at  Brentano’s,  37  Avenue 
de  l'Opera.  This  little  book,  of  some 
24  pages,  contains  a  list  of  theaters, 
with  the  plays  which  will  take  place, 
with,  very  often,  the  names  of  the 
actors.  It  gives  the  time  when  the 
box  office  is  open  and  the  time  when 
the  curtain  rises.  It  also  gives  a  list 
of  the  Bijou  Theaters  and  other  diver¬ 
sions.  Ladies  should  only  go  to  the 
various  music  halls  when  accompanied 
hy  gentlemen.  This  little  publication 
also  gives  a  complete  program  of  all 
the  interesting  occurrences  for  the 
week,  such  as  sports,  art  sales,  lectures, 
concerts,  etc.  No  visitor  to  Paris 
should  be  without  this  little  book, 
which  can  be  obtained  at  such  low 
cost.  It  also  gives  a  list  of  all  the 
places  in  Paris  where  church  services 
are  given  in  English  or  other  foreign 
languages. 

theatres. 

Opdra,  elache. 

Mercredi:  Romdo  et  Juliette. — Vendredi: 
Tannhaeuser. — Samedi:  Salammbo. 
Franijais,  8  h.  %. — La  Paix  chez  soi.  Athalie. 
Mercredi,  vendredi:  Sire. — Jeudi  (mat.); 
Le  Manage  d’Angdlique;  l’Avare;  les 
Prdcieuses  ridicules;  (soirde);  la  Paix 
chez  soi;  Athalie. — Samedi:  Le  Mari  age 
de  Figaro. — Dimanche  (mat.);  Sire; 
(soirde):  le  Passant;  le  Voyage  de  M. 
Perrichon;  l’Anglais  tel  qu’on  le  parle. 
Opdra-Comique,  8  h.  L — Phrynd. — Paillasse. 
Mecredi:  Werther. — Jeudi,  samedi;  Phrynd; 
Paillasse. —  Vendredi:  Carmen. 

Oddon,  8  h.  50.  Le  Chauldronnier.  Comme 
les  feuilles. 

Mercredi,  jeudi,  vendredi,  samedi,  dimanche 
(mat.  et  soirde) :  Comine  les  feuilles.— 
Jeudi  (matinde-confdrence) :  Phedre. — 
Samedi  (mat.):  Le  Romantisme  au 
thd&tre. — Lundi:  Horace;  les  Fourbe- 
ries  de  Scapin. 

Gymnase,  8  h.  — Pierre  et  Thdrfese. 

Vaudeville,  9  h. — La  Barricade. 

Varidtds,  8  h.  20. — Les  Maris  en  vaeances. — 
Un  Ange. 

Gaitd-Lyrique,  8  h. — Quo  vadis? 

Mercredi:  Les  Huguenots. — Jeudi  (mat.): 
La  Damnation  de  Faust. — Jeuni,  vendre¬ 
di:  Quo  vadis? — Samedi:  Lucie  de  Lam- 
mennoor. — Dimanche  (mat.):  le  Trou- 
vdre;  (soirde):  Quo  vadis?  Lundi: 

Orphde. 


E-Q9  JmpJtu/renqy.+izrur 


486 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Renaissance,  9  h.  10. — La  Petite  Chocola- 
tifere. 

Th.  Sarah-Bernhardt,  8  h.  40.  Le  Proems  de 
Jeanne  d’Are. 

Nouveaut^s,  8?4-  Portrait  de  la  baronne 
Noblesse  oblige. 

Th.  Rejane,  8  h.  y. — Mine  Margot. 
Porte-Saint-Martin,  relache. 

Th.  Antoine,  repetition  generate  de  l’Ange 
gardien. 

Chatelet,  8  h.  J4. — La  Petite  Caporale. 
Ath<5n£e,  8  h.  34-  La  Bonne  ^cole;  le  Dan- 
seur  inconnu. 

Palais-Royal,  8  h.  34- — Flagrant  d^lit. — La 
Cagnotte. 

Trianon-Lyrique,  8  h.  34- — Richard  Cceur- 
de-Lion. — La  Chanson  de  Fortunio. 
Mercredi;  La  Fille  de  Mine  Angot. — Jeudi: 
Richard  Cam r-de- Lion;  la  Chanson  de 
Fortunio. — V endredi;  Les  Dragons  de 
Villars. — Samedi;  le  Maitre  de  ehapelle; 
la  Femme  a  papa. 

Bouffes-Parisiens,  8  h.  — Lysistrata. 
Ambigu,  8  h.  34- — Nick  Carter. 

Folies-Dram.  8  h.  ]/■ j.  True  de  Nicolas.  Un 
homme  de  glace. 

Th.  Apollo,  8  h.  5.4. — La  Veuve  Joyeuse. 

Th.  Molifere,  8  h.  34- — La  Pocharde. 

Cluny.  8  h.  34-  Boarding  House. — Mariage  de 
gourdes. 

Th.  des  Arts.  8  h.  34- — L’Aiglon. 

D^jazet.  8  h.  %.  La  Main  de  ma  fille;  le 
Papa  du  regiment. 

Grand-Guignol,  9  h.  Horrible  experience. 
L’  Ami  des  deux.  Le  Hangar  de  la  rue 
Vicq-d’Azir.  La  Halte.  Mme.  Aureiie. 
Capucines,  9  h. — Aimd  pour  soi-mGne.  La 
Couverture. — Sans  rancune... revue. 

SPECTACLES-CONCERTS. 

Folies-Bergere,  8  h.  34-  La  Revue  des  Folies- 
Bergi>re. 

Olympia,  8  h.  34-  Enlfevement  de  Psyche 
Pick  Nick  Carter. 

Scala,  8  h.  X-  La  Revue.  Morton,  E. 
Favart,  A.  de  Tender,  Mary  Perret,  P. 
Morly,  Carpentier,  Casa,  Eugenio,  Rivers. 
Boite  a  Fursy,  9  h. — La  Revue. — Fursy. 
Grands  Magasins  Dufayel. — 2  h.  34  a  6  h. — 
Concert  et  cinematographe  tous  les  jours, 
sauf  le  dimanche. 

Nouveau  Cirque,  8  h.  34-  Attractions.  La 
Chasse  au  cerf. 

Palais  de  Glace  (Champs  Elysees). — Patinage 
sur  vraie  glace.  Tous  les  jours  de  2  4  7  h. 
et  de  9  h.  k  minuit. 

Tr  Eiffel,  de  midi  h  la  nuit  au  2e  etage  pr.  es- 
calier.  Barauler. 

Jardin  d’Acclimatation. — Attractions  diver- 
ses. 

Alhambra. — Cirque  Medrano. — Cirque  de 
Paris. — Comedie-Royale. — Eldorado.  — 
Hippodrome. — Moulin  de  la  Galette. 
— Moulin-Rouge. — Musee  Grevin. —  Pa- 

RISIANA. 

EXPOSITIONS. 

Rue  de  Sfeze,  de  10  1/2  k  6  h. ;  Exposition  de 
“la  Cimaise.” 

PARIS  NEWSPAPERS. 

The  Paris  edition  of  the  New  York 
Herald  is  published  each  day.  It  is 
an  illustrated  paper,  filled  with  the 
news  of  the  world.  It  should  be  read 
daily  by  all  who  are  traveling  in 


France  and  on  the  Continent.  The 
Paris  Daily  Mail  is  printed  each  morn¬ 
ing  in  Paris,  thus  gaining  throughout 
the  Continent  an  advance  of  about  a 
whole  day  on  papers  sent  from  Lon¬ 
don.  It  contains  all  the  London  news 
and  has  a  special  American  cable  serv¬ 
ice.  Its  advertising  columns  give  in¬ 
valuable  information  as  to  hotels,  pen¬ 
sions,  garages,  etc.  Visitors  to  Paris 
should  register  at  the  office  of  the  New 
York  Herald.  Their  name  will  be  ca¬ 
bled  home  and  published  in  the  New 
York  Herald  without  charge.  Be  sure 
that  your  name  is  written  correctly 
and  legibly  in  the  book.  The  Brook¬ 
lyn  Eagle  has  an  office  at  3  Regent 
street,  London,  and  53  Rue  Cambon, 
Paris,  where  visitors  will  receive 
every  attention. 


When  six  large  transatlantic  steamers  sail 
the  total  amount  of  fare  paid  is  estimated  at 
$617,000.  The  following  is  an  interesting 
little  table  which  appeared  in  the  Evening 
Sun  of  recent  date,  and  may  be  assumed  to 
be  fairly  accurate  The  total  of  saloon  fares 
is  computed  by  means  of  an  average  fare 
figured  out  by  the  steamship  men.  It  will 
be  seen  by  the  total  that  travelers  by  a  half 
dozen  of  the  liners  spend  a  little  over  a 
half  million  dollars  before  they  start.  There 
is  of  course  a  big  sum  expended  on  these  ships 
for  second  cabin  fares.  This  might  amount 
to  $19,500  on  a  basis  of  300  passengers  at  an 
average  fare  of  $65;  thus  the  fares  by  the 
“Kaiserin  Auguste  Victoria”  would  be 
$130,500. 


«  ^  . 

05  CO 
§ 

s  g 
.1  s 

|| 

3  g 

!i 

!?*. 

£  8.S 

Ship 

2  § 
ft*  ft, 

^  0 

.5  0 
^  § 

^  a 
'"x  00 

sL-S 

i 

Adriatic . 

400 

$112.50 

$1,350 

$100,000 

Mauretania  .  . 

450 

125.00 

1,600 

121,000 

Provence . 

550 

105.00 

1,000 

70,000 

Kaiserin  A.  V . . 

550 

112.50 

1,250 

110,000 

Rotterdam  .... 

500 

105.00 

1,250 

87,500 

Kronprinzessin 

550 

117.50 

1,450 

128,500 

Total . 

$617,000 

The  Oceanographic  Museum,  which  is  a 
particular  hobby  of  Prince  Albert  of  Monaco, 
was  opened  recently  in  the  presence  of  dele¬ 
gates  from  the  principal  museums  in  the 
world.  In  addition  to  specimens  of  fauna 
from  all  the  oceans  there  are  on  exhibition  all 
contrivances  for  the  capture  of  sea  animals 
living  at  all  depths.  There  is  also  a  mag¬ 
nificent  aquarium,  in  which  the  sea  water 
is  continually  changed  by  means  of  pumps. 


BERLIN 


While  this  little  handbook  is  not  in¬ 
tended  to  take  the  place  of  the  regular 
guides,  still  a  little  information  re¬ 
garding  arrival  may  prove  of  value  to 
those  who  arrive  by  way  of  Bremen 
and  Hamburg.  The  traveler  is  recom¬ 
mended  to  buy  a  copy  of  Baedeker’s 
“Berlin  and  Its  Environs,”  which  is 
sold  in  the  United  States  even  for  less 
than  $1.00.  This  gives  valuable  infor¬ 
mation  as  to  hotels,  galleries,  etc.,  and 
the  expense  will  be  saved  by  the  advice 
conveyed. 


tains.  Most  trains  run  over  the  Stadt- 
bahn,  which  has  a  number  of  stations. 

Cabs. — A  policeman  at  the  exit  gives 
a  numbered  check  to  the  traveler.  The 
cab  should  be  summoned  by  a  por¬ 
ter  who  transfers  the  baggage.  Give 
twenty  pfennigs,  or  five  cents  of  our 
money,  for  each  55  pounds,  and  half 
as  much  again  for  each  additional 
amount.  A  cab  is  called  a  “droschke.” 
and  a  luggage  cab  a  “gepaek-droschke.” 
Advise  the  policeman  which  is  required 
when  asking  for  a  check.  A  taximeter 


Stations. — 1.  Anhalt,  Anhalt  trains  ‘ 
arrive  and  depart  for  Dresden, 
Leipzig,  Frankfort,  etc. 

2.  Lehrter  Station,  trains  arrive  from 
Hamburg,  Bremen,  Hanover,  etc. 

3.  Potsdam  Station,  trains  arrive 
and  depart  for  Potsdam,  Magdeburg, 
Cassel  and  Cologne. 

4.  Stettin  Station,  for  Stettin,  Ros¬ 
tock,  etc. 

5.  Gorlitz  Station,  for  the  Shru- 
wald,  Gorlitz  and  the  Giant  Moun- 


cab  should  be  secured,  if  possible  ;  but 
if  not  available,  the  fares  are,  for  one 
or  two  persons,  GO  pf.  for  14  hour ; 
hour,  1%  marks ;  each  additional  15 
minutes,  50  pf.  Luggage,  except  22 
pounds  (carried  inside  the  cab),  extra, 
as  follows :  55  lbs.,  25  pf. ;  56-110  lbs., 
50  pf. ;  111-165  lbs.,  75  pf. ;  166-220 
lbs.,  1  mark ;  over  this  amount  take  a 
gepack-droschke.  The  “taxi”  cabs  reg¬ 
ister  the  amount  to  be  paid.  These 
cabs  make  faster  time  and  are  more 


487 


488 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


expensive.  The  portier  of  the  hotel 
will  adjust  all  matters  relating  to  cab 
hire.  A  charge  of  25  pf.  is  made  for 
the  metal  check  securing  the  cab.  A 
gratuity  amounting  to  6  to  10  cents 
of  our  money  should  be  given.  For 
drives  after  arrival,  see  the  portier  of 
the  hotel.  It  should  he  noted  that  at 
night  double  fares  are  charged.  Extra 
tares  are  charged  for  more  than  two 
persons. 

Hotels. — Again  the  advice  to  consult 
Baedeker  is  given,  as  only  a  few  hotels 
can  be  recommended,  and  these  only 
for  use  in  emergencies.  If  possible, 
rooms  should  be  engaged  by  telegraph. 
Among  the  best  hotels  are  the  Hotel 
Adlon,  Unter  den  Linden  I,  rooms 
from  6  marks;  with  bath,  12  marks 
up;  breakfast,  1 *4  marks;  lunch,  4 
marks ;  dinner,  0  marks.  Kaiserhof, 


about  the  same  prices.  This  hotel  is 
on  the  Wilhelm-Platz.  Bristol,  Unter 
den  Linden  5-G;  rooms  from  4% 
marks ;  meals  in  proportion.  Central 
Hotel,  143-149  Friedrich  Strasse,  a 
large  hotel ;  rooms  from  3  marks ;  din¬ 
ner,  5  marks.  This  is  a  first-class  ho¬ 
tel,  known  to  the  writer.  Other  first- 
class  hotels  are  :  Continental  Hotel, 
Savoy  Hotel,  Monopol  Hotel,  Palast 
Hotel,  Hotel  Esplanade,  Grand  Hotel 
de  Rome  and  du  Nord,  Furstenhof, 
Hotel  Excelsior,  and  Elite  Hotel.  All 
these  hotels  are  of  the  first  class,  and 
will  be  found  useful  to  the  stranger 
in  Berlin.  Transfer  to  cheaper  hotels 
can  he  made  after  the  first  day,  if  de¬ 
sired.  For  information  as  to  restau¬ 
rants,  cafes,  shops,  etc.,  the  reader  is 
referred  to  Baedeker’s  “Berlin,”  al¬ 
ready  cited. 


DROPPING  THE  PILOT. 


BIBLIOGRAPHY 


GUIDE  BOOKS* 


BAEDEKER’S  GUIDE  BOOKS. 

A  Li's  (Eastern),  including  the  Bava¬ 
rian  Highlands,  Tyrol,  Salzkam- 


rnergut,  etc.,  with  34  Maps,  12  Plans 

and  7  Panoramas . $3.00 

Austria,  30  Maps,  36  Plans,  479  pp. 

cloth .  2.40 

Belgium  and  Holland,  with  12  Maps, 

20  Plans .  1.80 

Berlin  and  its  Environs.  With  4 

Maps  and  19  Plans . 90 

f  ,'anada .  1.80 

"Egypt — Fourth  Remodeled  Edition. 

With  22  Maps,  55  Plans  and  66  V  lews  4 . 50 


France  (Northern),  from  Belgium  and 
the  English  Channel  to  the  Loire, 
excluding  Paris  and  its  Environs, 


with  9  Maps  and  25  Plans .  2.10 

France  (Southern),  with  Corsica — 

Fourth  Edition,  with  30  Maps,  36 

Plans .  2.70 

Greece.  With  8  Maps,  15  Plans  and.a 

Panorama  of  Athens .  2.40 

Germany  (Northern),  with  32  Maps 

and  42  Plans .  2.40 

Germany  (Southern),  with  16  Maps 

and  15  Plans .  1.80 


Germany  (Rhine),  from  Rotterdam 
to  Constance,  the  Seven  Mountains, 
Moselle,  Volcanic  Eifel,  Vosges  Mts., 

Black  Forest,  etc.,  with  30  Maps  and 

22  Plans .  . '.  2.10 

Great  Britain,  with  14  Maps  and  24 

Plans .  3.00 

Italy  (Northern),  including  Leghorn, 
Florence  (Ravenna)  and  the  Island 
of  Corsica,  and  Routes  to  Italy 
through  France,  Switzerland  and 
Austria,  with  16  Maps  anti  29  Plans.  2.40 
Italy  (Central)  and  Rome,  with  8 
Maps,  31  Plans,  a  Panorama  of  Rome 


and  a  view  of  the  Forum  Romanum  .  2.25 

Italy  (Southern),  Sicily  and  Excur¬ 
sions  to  the  Lipari  Islands,  Tunis 
(Carthage),  Sardinia,  Malta  and 
Corfu,  with  26  Maps  anti  17  Plans.  .  1  80 

Italy,  from  The  Alps  to  Naples.  With 

26  Maps  and  44  Plans .  2.40 

London  and  its  Environs,  with  3 

Maps  and  15  Plans .  1.80 

Norway  and  Sweden,  with  21  Maps 

and  11  Plans .  2.40 

Palestine  and  Syria,  with  18  Maps, 

43  Plans,  1  Panorama  of  Jerusalem, 

’  10  views .  3.60 

Paris  and  its  Environs,  with  Routes 
from  London  to  Paris,  to  the  Rhine 
and  Switzerland.  With  9" Maps  and 
30  Plans .  1,80 


Spain  and  Portugal.  With  6  Maps 


and  46  pages .  $4.80 

Switzerland,  etc.,  with  39  Maps,  11 

Plans  and  12  Panoramas .  2.40 

LTNITED  STATES,  with  an  Excursion 
into  Mexico.  With  17  Maps  and  22 

Plans .  4.50 

German  edition . : .  3.60 


GREAT  BRITAIN,  EUROPE  AND 
THE  MEDITERRANEAN 


A  Satchel  Guide  for  the  Vacation 
Tourist  in  Europe.  By  W.  J. 

Rolfe,  Litt.D.,  with  Maps.  Revised 
Annually.  Latest  Edition.  Strong¬ 
ly  bound .  $1.50 

Pocket  Guide  to  Europe.  Sted- 

man's .  1.25 

Black’s  Ireland.  Cloth,  enlarged. 

(Small  edition  50c.) .  1.75 

Black’s  Killarney  and  South  of 

Ireland.  Cloth . 50 

Black’s  Scotland .  .50 

Black’s  Devonshire.  128  pp.,  16 

Maps  and  Plans,  cloth .  .85 

Black’s  Isle  of  Wight.  128  pp., 

10  Maps  and  Plans,  cloth . 50 

Black’s  Leamington,  including  Strat¬ 
ford-on-Avon,  Kenilworth,  War¬ 
wick,  etc.  Cloth . 50 

Vest  Pocket  Guide  to  Paris.  A 

Handy  Little  Guide  Book.  Cloth.  .  .50 

Macmillan’s  Italy.  One  volume.  .  .  3.00 

Macmillan's  Switzerland .  1.75 

Macmillan’s  Mediterranean.  Two 

volumes . 6.00 

South  Wales.  Ward,  Lock  &  Co.’s 

Guide . 35 

The  Mediterranean  Trip,  by  Noah 

Brooks .  1.25 

The  Passion  Play  of  Oberamm.er- 
gau.  By  Montrose  J.  Moses.  A 
Historical  Introduction.  Full  Text 

of  the  Play,  etc.  Cloth .  1.50 

Practical  Guide  to  Genoa.  Paper.  .50 


French  Life  in  Town  and  Country. 

By  Miss  H.  Lynch,  illustrated,  312  pp  1.20 

Three  Weeks  in  Europe.  The  Va¬ 
cation  of  a  Busy  Man.  By  John 
IJ.  Higinbotham.  Handsomely  il¬ 
lustrated .  1.25 

Three  Weeks  in  Holland  and  Bel¬ 
gium.  By  John  U.  Higginbotham.  1.25 

The  Travellers’  Handbook.  A 
Manual  for  Transatlantic  Tourists. 

By  Josephine  Tozier .  1.00 

How  to  Prepare  for  Europe.  By 
H.  A.  Guerber.  16  Maps,  100  Il¬ 
lustrations . 2.00 


*Any  book  published  can  be  supplied  by  the  Publishers  of  this  book  at  regular  prices.  Allow 
40  cents  to  the  shilling  for  English  books.  Guides  sixpence  or  less  can  not  be  imported  for 
less  than  25  cents  each. 


489 


490 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Index  Guide  to  Travel  and  Art  Study 
in  Europe.  With  Plans  and  Cata¬ 
logues  of  the  chief  Art  Galleries,  160 
illustrations,  etc.  By  L.  C.  Loomis, 

A.M.,  M.D.,  strongly  bound.  .  t .  S3. 00 

Going  Abroad?  Some  Advice.  By 
Robert  Luce.  288  pages.  Paper, 

50  cents.  Cloth .  1.00 

Health  Resorts  of  Europe.  By 
Thomas  Linn,  M.D.  15th  edition. 

283  pp .  1.00 

EGYPT,  THE  NILE  AND  PALES¬ 
TINE,  ETC. 

Cook’s  Handbook  for  Egypt  and  the 
Sudan.  1905  Edition.  By  E.  A. 

Wallis  Budge,  M.A.,  Litt.D.,  etc., 
keeper  of  the  Egyptian  and  Assyrian 
Antiquities,  British  Museum.  W’ith 


nine  Maps  and  many  illustrations.  .  $3.25 
Cook’s  Handbook  for  Palestine  and 
Syria.  482  pp.,  8vo,  Cloth.  With 

Four  Maps .  2.50 

A  Levantine  Log  Book.  By  Jerome 
Hart.  Travel  Sketches  in  the  East¬ 
ern  Mediterranean.  400  pages.  40  1 

illustrations.  Cloth .  2.00 

Murray’s  Egypt.  Tenth  edition,  re¬ 
vised,  1006  pp.  Maps  and  Plans.  .  .  6.00 

A  Thousand  Miles  up  the  Nile.  By 
A.  B.  Edwards.  With  70  Wood 
Engravings  from  Drawings  taken  on 

the  spot .  2.50 

Black’s  Cairo  of  To-day,  by  E.  A. 

Reynolds  Ball,  F.R.G.S .  1.00 

Black’s  Practical  Guide  to  Jeru¬ 
salem,  with  excursions  to  all  places 
of  interest  in  the  vicinity,  by  E.  A. 

Reynolds  Ball,  F.R.G.S. . .  2.00 

Black’s  Constantinople,  with  plans 

of  Constantinople  and  Pera .  2.00 

Macmillan’s  Palestine  and  Syria. 

Third  Edition,  13  Maps  and  5  Plans.  2.00 
Macmillan’s  Egypt  and  the  Sudan. 

Third  Edition,  35  Maps  and  Plans. .  .  2.00 

Practical  Hints  for  Travellers  in 
the  Near  East.  By  E.  A.  Rey¬ 
nolds  Ball,  F.R.G.S.  E.  Marlbor¬ 
ough  &  Co.  Cloth,  65  c.;  paper . 50 

A  Trip  to  the  Orient.  By  Robert 

Urie  Jacob .  1.50 

Oriental  Rambles.  By  G.  W.  Cald¬ 
well,  M.D.  Illustrated.  Cloth .  2.00 

To-day  in  Syria  and  Palestine.  By 

William  Eleroy  Curtis .  2.00 

ROUND  THE  WORLD 
Universal  Guide  of  the  World. 


Standard  Routes  and  Itineraries  of 
Tourist  Travel.  By  Durrant  Thorpe  $1.25 


One  Way  Round  the  World.  By 

Delight  Sweetser.  Illustrated .  1.25 

Around  the  World  in  a  Year.  By 

George  L.  Carlisle.  Fully  illustrated  2.00 

Japan,  Murray’s  Handbook  to.  26 

Maps  and  Plans.  Cloth .  6.00 

The  Other  Side  of  the  Lantern. 

An  Account  of  a  Commonplace  Tour 
Round  the  World.  By  Sir  Frederick 

Treves . .  2.50 

Modern  India.  By  William  Eleroy 

Curtis .  2.00 

Egypt,  Burma  and  British  Malaysia. 

By  William  Eleroy  Curtis .  2.00 

India,  Burmah  and  Ceylon,  Mur¬ 
ray’s  Handbook.  74  Maps  and 
Plans .  8.00 


Asia  Minor,  Transcaucasia,  Persia, 
etc.,  Murray's  Handbook  to.  416 

pp.  Mims  and  Plans . 

P.  &  O.  Pocket  Book.  With  Illus¬ 
trations  and  Maps . 

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paper,  each . 

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60  c.  each;  paper,  each .  $0.50 

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Cloth,  60c.;  paper .  .50 

Unicode.  Cook’s  Special  Edition. 

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T» _ 1  _  It  T7.  i  M  *  .  _ 


Tourists’  Conversational  Guide  to 
France,  Germany  and  Italy.  By 
J.  T.  Loth .  .35 


Murray’s  Handbook  of  Travel  Talk. 

Being  a  Collection  of  Questions, 
Phrases  and  Vocabularies  in  English, 
French,  German  and  Italian.  Cloth  1.25 
Murray’s  Conversational  Guide.  .  .  .50 

American  Tourist  in  France.  A 
Tutor  of  French.  A  Conversation 
Manual.  A  Chaperon,  Amanuensis 

and  Guide  to  Paris.  Paper . 50 

Adam’s  Cable  Codex . . . 50 

MURRAY’S  GUIDE  BOOKS 
Murray’s  English  Handbooks. 

Newly  revised.  Post  8vo.  Each 


with  maps,  plans,  etc. 

Berkshire . net,  $2.40 

Buckingham . net,  2.40 

Cornwall . .net,  2.40 

*Derby,  Notts,  Leicester  and  Staf¬ 
ford . net,  3.60 

Devon . net,  4.00 

Durham  and  Northumberland  .net,  4.00 

♦Eastern  Counties,  Essex,  Suffolk, 

Norfolk,  Cambridge . 

England  and  Wales . net,  4.80 

Hampshire . net,  2.40 

Hertford,  Bedford  and  Hunting¬ 
don . net,  3.00 

Glouces  ter . net,  2.40 

Ireland . net,  3.60 

Isle  of  Wight . net,  1.00 

Kent.... . net,  3  00 

Lancashire . net,  2.40 

Lincolnshire . net,  3.00 

♦London . . . 

London — Environs.  2  vols . net,  8.40 

Northamptonshire  and  Rutland,  .net,  3.00 

Oxfordshire . net,  2.40 

Scotland . net,  4.20 


491 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


i 


Shropshire  and  Cheshire . net,  $2.40 

Somerset . net,  2.40 

Surrey . net,  2.40 

Sussex . net,  2.40 

Wales,  North . net,  2.40 

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Worcester  and  Hereford . net,  2.00  . 

Yorkshire . net,  5.60 


Murray’s  Foreign  Handbooks, 
Newly  revised.  Post  8vo.  Each 
with  maps,  plans,  etc. 

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sia,  etc . net,  7.20 

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Troad . net,  3.00 

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— —Central,  Southern  and  East¬ 
ern . net,  3.00 


♦Germany,  Rhine  and  North  Ger¬ 
many . .  . 

- South  Germany  and  Austria, 

Part  I.  Wurtemberg,  Bavaria, 


Austria,  etc . net,  3  00 

—  Part  II.  The  Tyrol,  Eastern 

Alps,  etc . net,  2.40 

Greece . net,  8.00 

♦Holland  and  Belgium . 

Holy  Land,  Syria  and  Palestine,  .net,  7.20 

India — Bengal . net,  8.00 

- Bombay . net,  6.00 

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— — The  Punjab,  etc . net,  6.00 

India,  Ceylon  and  Burma . net,  8.00 

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- Central  Italy . net,  3.60 

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Pompeii,  etc . net,  2.40 

Part  II.  Sicily,  Palermo,  etc.  .  .net,  2.40 

- Rome  and  the  Campagna. . .  .  net,  4.00 

Japan . Special,  net,  6.00 

♦Mediterranean . 

New  Zealand . net.  3.00 

Norway . net,  3.00 


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Spain,  2  vols . net,  8.00 

♦Sweden . 

Switzerland . net,  4.00 

Travel  Talk . net,  1.25 

Published  by  Edward  Stanford,  “  France,” 
Part  II.,  7s.  6d.;  “Denmark  and  Iceland,” 
7s.  6d.;  “Norway,”  7s.  6d.;  “  South  Germany 
and  Austria,”  Part  I.,  7s.  6d.;  “Spain,”  20s.; 
"North  Italy,”  10s.;  “Central  Italy,”  9s.; 
“Rome,”  10s.;  “South  Italy,”  Part  I.,  6s.; 
“South  Italy,”  Part  II.,  6s.;  “Greece,”  20s.; 
“Constantinople,”  7s.  6d.;  “Egypt,”  14s.; 

“Asia  Minor,”  18s.;  “Holy  Land,”  18s.; 

“New  Zealand,”  7s.  6d.;  “Travel  Talk,” 
English,  German,  French,  and  Italian,  3s.  6d' 

The  THOROUGH  GUIDE  SERIES,  by 
M.  J.  B.  Baddeley,  B.A.,  and  C.  S.  Ward, 
M.A.  Maps  by  Bartholomew.  ( Published 
by  T.  Nelson  and  Sons; — “The  English 


♦Absence  of  a  price  indicates  out  of  print 
or  reprinting. 


Lake  District”  (1902),  5s.;  “Scotland,” 

Part  I.  (“The  Highlands”)  (1903),  6s.  6d.; 
“North  Devon  and  North  Cornwall”  (1903), 
3s.  6d.;  “The  Peak  District”  (1903),  3s.  6d.; 
“Scotland,”  Part  II.  (“Northern  Highlands”) 
(1901),  3s.  6d.;  “Orkney  and  Shetland” 
(1900),  Is.  6d.;  “The  Eastern  Counties” 
(1902),  3s.  6d.;  "South  Devon  and  South 
Cornwall”  (1902),  4s.;  “North  Wales,” 

Part  II.  (1899),  2s.  6d.;  “South  Wales  anil 
the  Wye  District  of  Monmouthshire”  (1906), 
3s.  6d.;  “Scotland,”  Part  III.  (“The  Low¬ 
lands”)  (1903),  4s. ‘  Ireland,’  ’  Part  I.  (North¬ 
ern  Counties)  (1902),  4s.;  “Ireland”  Part  II. 
(East  West,  and  South)  (1906),  5s.;  “Surrey 
and  Sussex,”  including  Tunbridge  Wells 
(1904), •  3s.  6d.;  “Yorkshire,”  Part  I.  (East) 
(1902),  3s.;  "Yorkshire,”  Part  II.  (West) 
(1901),  3s.;  "The  Isle  of  Wight”  (1895), 
2s.  6d.;  “Bath  and  Bristol  and  Forty  Miles 
Round”  (1902),  5s. 

JOANNE’S  GUIDES.  ( Published  by 

Hachette  and  Company,  Paris.) — “Paris,” 
5fr.;  “  Anvirons  de  Paris,”  7fr.  50c.;  “Au¬ 
vergne  et  Centre,”  7fr.  50c.;  "Bourgogne, 
Morvan,  Jura,  Lyonnais,”  7fr.  50c.;  “  Bre¬ 

tagne,”  7fr.  50c.;  “ Cevennes,”  5fr. ;  “Corse,” 
6fr.;  “Dauphine,”  7fr.  50c.;  “La  Loire,” 
7fr.  50c.;  “  De  la  Loire  aux  Pyrenees,”  7fr. 
50c.;  “Nord  Champagne  and  Ardenne,” 
7fr.  50c.;  “Normandie,”  7fr.  50c.;  "Pro¬ 
vence,”  10fr.;  “Pyrenees,”  7fr.  50c.;  “Sa¬ 
voie,”  7fr.  50c.;  “  Vosges  et  Alsace,”  7fr.  50c.; 
“Algerie  et  Tunisie,”  I2fr.;  “Allemagne 
Septentrionale,  St.  Petersbourg,  Moscou, 
Varsovie,  et  Copenhague,”  10fr.;  “  Allemagne 
Meridionale  et  Autriche-Hongrie,”  lOfr. ; 
“Belgique  et  Hollande,”  7fr.  50c.;  “  Espagne 
et  Portugal,”  10fr.;  “Italie,”  10fr.;  “  Lon- 

dres,”  7fr.  50c.;  “  De  Paris  &,  Constantinople,” 

1 5fr. ;  “  Athhnes,”  6fr.;  “  Grfece,  Continentale 
et  iles,”  20fr.;  "Egypte,”  20fr.;  “Suisse,” 
7fr.  50c..  Guides  Diamant: — “Bretagne,” 
2fr.;  “Normandie,”  2fr.;  “Paris,”  lfr.  50c.; 
“Pyrenees,”  2fr.;  “Stations  d’hiver  (I,es) 
de  la  Mediterranee,”  3fr.  50c.;  "Suisse,” 
2fr.;  “Rome,”  2fr.  50c.;  “Luxembourg,” 
2fr. 

Fifty  centimes  each: — “Angers,”  “Arles,” 
“Avignon,”  “Blois,”  “Chamonix,”  “Chan¬ 
tilly,”  “Chartres,”  “Chatelguyon  et  Riom,” 
“Dijon,”  “Gerardmer,”  “  Le  Havre,” 
“Lihge,”  “Lisieux,”  “Lourdes,”  “Mont¬ 
pellier,”  “Le  Mont  St.  Michel,”  “Nancy,” 
“Nantes,”  “Nimes,”  “Orleans,”  “Poitiers,” 
“Reims,”  “Tours,”  “Valence.”  One  franc 
each; — “  Aix-les-Bains,”  “Ajaccio,”  “Alger,” 
“Arcachon,”  “  Bagneres-de-Bigorre,”  “Ba- 
gnferes-de-Luehon,”  “Biarritz,”  “Bordeaux,” 
“Boulogne,”  “Bruxelles,”  “Caen,”  “Cannes 
et  Grasse,”  “Cauterets,”  “Clermont-Ferrand 
et  Royat,”  “Compit-gne  et  Pierrefonds,” 
“  Contrexeville  et  Vittel,”  “Dax,”  “Dieppe 
et  le  Treport,”  “Fontainebleau,”  “Genhve,” 
“Iles  Anglaises  de  la  Manehe,”  “Lyon,” 
“Marseille,”  “Menton,”  “  Le  Mont-Dore,” 
“Musses  de  Paris,”  “Nice  et  Monaco,” 
“Pau,”  “  Plombiferes,”  “Rouen,”  “Saint- 
Malo-Dinard,”  “St.  Raphael  et  l’Esterel,” 
“Saint  Sebastien,”  “ Toulon-Hyferes,”  “Tou¬ 
louse,”  “Trouville,”  “Tunis,”  “Versailles,” 
“Vichy.”  In  English,  at  1  franc: — “Aix-les- 
Bains,”  “Biarritz,”  “Cannes,”  “Menton,” 

I  “  Nice  and  Monaco,”  “Pau.”  In  German,  at 
1  franc: — “Menton,”  “Nice,”  2fr.;  “Bains 
de  Mer  de  l’Etat,”  "Plages  de  la  Bretagne.” 


492 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


BLACK’S  ClTl  UH  BOOKS.  ( Published 
by  A.  and  C.  Black) — “Bath  and  Bristol,” 
6d.;  “  Belfast,”  Is.;  “  Blackuaore  Country,” 
6s.;  “Bournemouth,”  6d.;  "Brighton,” 
6d  ;  “Buckinghamshire,”  2s.  6d.;  "Burns’ 
Country,”  6s.;  “Buxton  and  the  Peak,” 
Is.;  “Canterbury  and  East  Kent;”  Is.; 
“Canterbury  Pilgrimages,”  6s.;  “Channel 
Islands,”  Is.  and  2s.  6d.;  “Cornwall  and 
Scilly  Islands,”  2s.  6d.;  “Derbyshire,”  2s. 
6d.;  “Devonshire,”  2s.  6d.;  “Dickens’ 

Country,”  6s.;  “ Dorsetshire,”  2s.  6d.;  “Dub¬ 
lin,”  Is.;  h  Edinburgh,”  6d.;  “English 
Lakes,”  is.  and  3s.  6d.;  “Exeter  and  East 
Devon,”  Is.;  “Galway,”  Is.;  “Glasgow 
find  Clyde,”  Is.;  “Guernsey,”  6d. ;  “Hamp¬ 
shire,”  2s.  6d.;  “Ilfracombe  and  North- 
Devon,”  6d.;  “Hardy  Country,”  6s.;  "In- 
goldsby  Country,”  6s.;  “Ireland,”  Is.  and 
5s.;  “Isle  of  Man,”  Is.;  “Isle  of  Wight,”  Is.; 
“Jersey,”  6d.;  “Kent,”  2s„  6d.;  “East 
Kent,”  Is.;  “West  Kent,”  Is.;  “Killarney,” 
Is.;  “Leamington,”  Is.;  “Liverpool,”  is.; 
“London,”  Is.;  “Around  London,”  2s.  6d . ; 
“Manchester,”  Is.;  “Margate,”  Is.:  “Mat- 
lock,”  Is.;  “Moffat,”  Is.;  “Plymouth,”  Is.; 
“Scotland,”  Is.  and  7s.  6d.;  “Scotland,  E.C.,” 
2s.  6d.;  Scotland,  S.E.,”  2s.  6d.;  “Scotland, 
N.,”  2s.  6d.;  “Scotland,  S.  and  S.W.,”  2s. 
6d.;  “Scott  Country,”  6s.;  “Thackeray 
Country,”  6s.;  “Somerset,”  2s.  6d  ;  “Sur¬ 
rey,”  2s.  6d.;  “  Sussex,”  2s.  6d.;  “Torquay,” 
6d.;  “Trossachs  and  Loch  Lomond,”  Is.; 
“Tunbridge  Wells,”  Is.;  “North  Wales,” 
3s.  6d. ;  “South  Wales,”  3s.  6d.;  “What  to 
See  in  England,”  5s;  “Sherwood  Forest,” 
6d.;  “The  Wye,”  Is.;  “Belgium,”  2s.  6d.; 
“Brittany  with  Touraine,”  2s.  6d.;  “Cairo 
of  To-day,”  by  E.  A.  Reynolds-Ball,  2s.  6d.; 
“Constantinople,”  2s.  6d.;  “Holland,”  2s. 
6d.;  “Jerusalem,”  by  E.  A. 'Reynolds-Ball, 
2s.  6d.;  “Normandy,”  2s.  6d . ;  “Paris,” 
Is.;  “Riviera,”  2s.  6d.;  “Rome,”  2s.  6d.; 
“Ecclesiastical  Rome,”  3  vols.,  21s.;  “South 
France”  (East  Half),  5s.;  “South  France” 
(West  Half),  2s.  6d.;  “Spain  and  Portugal,” 
(O’Shea),  10s.;  “Switzerland,”  3s.  6d. 

MACMILLAN’S  GUIDES.— “The  Eastern 
Mediterranean,”  9s.;  “The  Western  Mediter¬ 
ranean,”  9s.;  “Palestine  and  Syria,”  5s.; 
“Egypt  and  Sudan,”  5s.;  “Palestine  and 
Egypt,”  10s.;  “Switzerland,”  5s.;  "  Italy,” 
10s.  The  “Highways  and  Byways”  series 
(6s.)  includes:  “Sussex,”  “Oxford  and  the 
Cotswolds,”  “South  Wales,”  “London,” 
“Hertfordshire,”  “The  Lake  District,”  “East 
Anglia,”  “North  Wales,”  “Devon  and  Corn¬ 
wall,”  “Yorkshire,”  “ Donegal  and  Antrim,” 
“Normandy,”  “Derbyshire,”  “Dorset,” 
“Berkshire,”  “Kent,”  “Hampshire.” 

The  following  Guide-books  are  issued  by 
Thos.  Cook  and  Son,  tourist  agents: — “Swit¬ 
zerland,”  3s.  6d.;  “Holland,”  Is.  6d.; 

“Rhine  and  Black  Forest,”  2s.  6d.;  "Bel¬ 
gium  and  the  Ardennes,”  Is.  6d.;  “  Normandy 
and  Brittany,”  3s.;  “Venice,”  Is.;  “Flor¬ 
ence,”  Is.;  “ Northern  Italy,”  4s.;  “Southern 
Italy  and  Rome,”  4s.;  “Norway  and  Den¬ 
mark,”  Is.  6d.;  “Health  Resorts  of  the  South 
of  France,”  2s.  6d.;  “Palestine  and  Syria,” 
7s.  6d.;  “  Lower  Palestine,”  2s.  6d.;  “Galilee 
and  Syria,”  2s.;  “Burma,”  Is.;  “Paris,”  Is.; 
“London,”  6d.  and  Is.;  “Egypt,”  10s.; 
“Continental  Time  Tables  and  Tourist’s 
Handbook  and  Steam  Ship  Tables"  (monthly), 


price  Is.;  “The  Traveller’s  Gazette”  (month¬ 
ly),  3d. 

WARD,  LOCK,  AND  COMPANY’S 
GUIDES,  Is.  each: — “Aldeburgh,”  “Bath,” 
“Bexhill,”  “Bideford,”  “Blackpool,”  “Bog- 
nor,”  “Bournemouth  and  New  Forest,” 
“  Bridlington  and  Filey,”  “  Brighton,”"  Broad- 
stairs,”  “Buxton,”  “Canterbury,”  “Channel 
Islands,”  “Clevedon,”  “Bristol  and  District,” 
“Cromer,”  “Dartmoor,”  “Dawlish,”  “Deal,” 
“Dover,”  “  Dovercourt,”  “Eastbourne,” 
“English  Lake  District,”  “South-East  Dev¬ 
on,”  “Exmouth,”  “South  Cornwall,”  “Felix¬ 
stowe,”  “Folkestone,”  “Harrogate,”  “Hast¬ 
ings,”  “Herne  Bay,”  “Ilfracombe,”  “Isle  of 
Man,”  “Isle  of  Wight,”  “Leamington,” 
“  Littlehampton,”  “Liverpool,”  “Llandrindod 
Wells,”  “Llandudno,”  “London,”  “Lowe¬ 
stoft,”  “Lyme  Regis,”  “Lynton,”  "Malvern,” 
“Margate,”  “Matlock,”  “Exmoor,”  “North 
Cornwall,”  “North  Wales,”  “Sherwood 
Forest,”  “Penzance,”  “Plymouth,”  “Rams¬ 
gate,”  “  Scarborough,”  “Sidmouth,”  “Skeg¬ 
ness,”  “Southsea,”  “  South  wold,”  “Stratford- 
on-Avon,”  “Swanage,”  “ Teignmouth,”  “Tor¬ 
quay,”  “ Weston-super-Mars,”  “Weymouth,” 
“Windsor,”  “  Whitby,”  “  Woodhall  Spa,” 
“Worthing,”  “Wye  Valley,”  “Broads,” 
“Deeside,”  “Edinburgh,”  "Glasgow,”  “The 
Clyde,”  “Highlands  and  Islands,”  “Inver¬ 
ness,”  “Western  Highlands,”  .  “Antrim,” 
“Belfast,”  “ South-West  Ireland,”  “Donegal 
Highlands,”  “Dublin  and  Wicklow,”  “Kil¬ 
larney  Lakes,”  “Belgium,”  "Holland,” 
“Paris,”  “Switzerland.” 

THE  LITTLE  GUIDES.  ( Published  by 
Methuen  and  Company) — “Oxford,”  “Cam¬ 
bridge,”  “The  Malvern  Country,”  “Shake¬ 
speare’s  Country,”  “Sussex,”  “Westminster 
Abbey.”  “Norfolk,”  “Cornwall,”  “Brittany,” 
“The  English  Lakes,”  “Kent,”  “Hertford¬ 
shire,”  “Rome,”  “The  Isle  of  Wight,”  “Sur¬ 
rey,”  “Buckinghamshire,”  “Suffolk,”  “Der¬ 
byshire,”  “The  North  Riding  of  Yorkshire,” 
“Dorset.” 

THE  HOMELAND  HANDBOOKS,  issued 
at  6 d.  and  Ik..* — “ Tonbridge,”  “Tunbridge 
Wells  of  To-day,”  “Scilly,”  “Maidstone,” 
“Croydon,”  “Dartmoor,”  “Rochester  and 
Chatham,”  “Reigate  and  Redhill,”  “Guild¬ 
ford,”  “Dulverton,”  “Farnham,”  “Godai¬ 
ming,”  “Teignmouth,”  “Hastings  and  St. 
Leonards,”  “Epsom,”  “Minehead,”  “Cran- 
brook,”  “  Dawlish,”  “  St.  Albans,”  “  Bromley,  ” 
“Beckenham  and  Chislehurst,”  “Exeter,” 

“  Kingston-upon-Thames  and  Surbiton,” 

“  Evesham,”  “  Petworth,”  “Newquay,”  “  Has- 
lemere  and  Hindhead,”  "Taunton,”  “Little¬ 
hampton  and  Arundel,”  “Tavistock,”  “Ply¬ 
mouth,”  “Dunstable,”  “Quantocks,”  “Ox- 
ted  and  Limpsfield,”  “  Lynton  and  Lyn- 
mouth,”  “Horsham,”  “Seaford,”  “Hun¬ 
stanton,”  “King’s  Lynn,”  “Woking,”  “Hert¬ 
ford,”  “  Dorking.”  “  Waltham,”  “  Dorchester,” 
“Luton  Church,”  “Reading,”  "Sutton  (Sur¬ 
rey),”  “ Watford, ”  “Yeovil,”  “Aylesbury,” 
“Gravesend,”  “High  Wycombe,”  “North¬ 
ampton,”  “Eastbourne,”  “Boston,”  “Gran¬ 
tham,”  “Torquay,”  “Bury  St.  Edmunds,” 
“Shoreham,”  “Hove,”  “Stamford,”  “Ret¬ 
ford,”  “Peterborough,”  “Dover,”  and 
“  Where  to  Live  Round  London.” 

THE  “BOROUGH”  SERIES  OF 
POCKET  GUIDES  (British,  2\d.  each,  post 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


493 


free;  Continental,  4d.  each,  post  free).  ’  ( Pub¬ 
lished  by  Edward  J.  Burrow,  Cheltenham) : — 
England  — Abergavenny,  Abingdon-on- 
Thames,  Alton,  Ambleside,  Appleby,  Ash¬ 
bourne  and  Dovedale,  Atherstone.  Avon 
Valley,  Aylesbury,  Banbury,  Barnard  Castle, 
Barnet,  Barnstable,  Barrow-in  Furness,  Bath, 
Bedford,  Beverly,  Bexhill-on-Sea,  Bideford, 
Birkdale,  Bishop  Auckland,  Bishop  Stort- 
ford,  Blandford,  Blockley  and  Chipping 
Campden,  Bodmin,  Bournemouth,  Bradford, 
Brentwood,  Bridgnorth,  Bridgwater,  Brid- 
port,  Brighouse,  Brighton,  Bristol,  Broad- 
stairs,  Brockenhurst  and  Lynhurst,  Bucking¬ 
ham,  Budleigh,  Salterton,  Burnham  (Somer¬ 
set),  Burton-on-Trent,  Bury  St.  Edmund’s, 
Bude  and  Stratton,  Camberley,  Camborne, 
Cambridge,  Canterbury,  Carlisle,  Caversham- 
on-Thames,  Cheltenham,  Chesterfield,  Chip¬ 
penham,  Chipping  Norton,  Christchurch, 
Church  Stretton,  Cirencester,  Clacton-on-Sea, 
Clitheroe,  Cockermouth,  Colchester,  Congle- 
ton,  Cowes  (Isle  of  Wight),  Darlington,  Dart¬ 
mouth,  Darwen,  Dawlish,  Dean  Forest,  Derby, 
Dereham,  Doncaster,  Dorchester,  Dover, 
Downham  Market,  Droitwich,  Dudley,  Dur¬ 
ham,  Dursley,  Ealing,  Eastbourne,  Ely, 
Epsom,  Eton,  Exeter,  Falmouth,  Fareham, 
Felixstowe,  Fleetwood,  Folkestone,  Fowey, 
Glastonbury  and  Street,  Gloucester,  Godal- 
•  ming,  Goole,  Gosport,  Grange-over-Sands, 
Grantham,  Grimsby  and  Cleethorpes,  Guild¬ 
ford,  Guisborough,  Halifax,  Halstead,  Hamp¬ 
ton,  Hanley,  Harrogate,  Harrow-on-the-Hill, 
Haslemere,  Hastings,  Hemel  Hempstead, 
Henley-on-Thames,  Hereford,  Herne  Bay, 
Hertford,  Hexham,  High  Wycombe,  Holm- 
firth,  Hornsea,  Huddersfield,  Hull,  ^  Hun¬ 
stanton,  Hythe,  Ilkley,  Ipswich,  Kendal, 
Keswick,  Kettering,  Kidderminster,  King’s 
Lynn,  Kingston-on-Thames,  Kington,  Knares- 
borough,  Lancaster,  Launceston,  Leamington, 
Leatherhead,  Leeds,  Leek,  Leicester,  Leo¬ 
minster,  Letchworth,  Lewes,  Lincoln,  Long- 
ton,  Loughborough,  Lowestoft,  Ludlow, 
Lymington,  Lytham,  Macclesfield,  Maiden¬ 
head,  Maidens  and  Coombe,  Maldon,  Malmes¬ 
bury,  Malton,  Malvern,  Mansfield,  Market 
Drayton,  Market  Harborough,  Marlborough, 
Milford-on-Sea,  Minehead,  Monmouth,  Nails- 
worth,  Nantwich,  New  Brighton,  Newbury, 
Newcastle,  Newmarket,  Newark-on-Trent, 
Newport '(Mon.),  Newton  Abbott,  Northamp¬ 
ton,  Norwich,  Nottingham,  Oldham,  Ormskirk, 
Oxford,  Paignton,  Penrith,  Penzance,  Picker¬ 
ing  and  Goathland,  Peterborough,  Preston, 
Plymouth,  Pontefract,  Portland,  Port  Erin 
(Isle  of  Man),  Ramsgate,  Reading,  Redditch, 
Rickmansworth,  Ripley,  Ripon,  Rochester, 
Itomsey,  Ross-on-Wye,  Rugby,  Ryde  (Isle  of 
Wight),  Saffron  Walden,  Sandown  (Die  of 
Wight),  Salisbury,  Scarborough,  Sedbergh, 
Selby,  Shaftesbury,  Sheffield,  Shepton  Mallet, 
Sherborne  (Dorset),  Shrewsbury'.  Skegness, 
Skipton,  Grassington,  and  Bolton  Abbey;  Slea¬ 
ford,  Slough,  Smethwick,  Southampton, 
Southport,  South  Shields,  St.  Albans,  St. 
Austel,  Stafford,  Staines,  St.  Ives  (Hunts.), 
Stoke-on-Trent,  Stratford-on-Avon,  Stroud, 
Sudbury,  Sutton  Coldfield,  Swindon,  Tam- 
worth,  Taunton,  Tavistock,  Teddington, 
Teignmouth,  Tewkesbury,  Thirst,  Torquay, 
Totnes,  Truro,  Tynemouth,  Upper  Wensley- 
dale,  Uxbridge,  Ventnor  (Isle  of  Wight), 
Wadebridge,  Wakefield,  Wallingford,  Walmer 
and  Deal,  Walsall,  Walton-on-Thames,  Ware, 


Warrington,  Warwick,  Wells  (Somerset), 
Wednesbury,  Wellington  (Salop),  Wellington, 
(Somerset),  Wendover,  West  Bromwich, 
Western  Valleys  of  Monmouthshire,  Weston- 
super-Mare,  Clevedon,  and  Portishead;  Wey- 
bndge,  Weymouth,  Whitby  (Yorks.),  White¬ 
haven,  Whitstable,  Wigan,  Wimbledon,  Win¬ 
chester,  Witney,  Woburn  Sands,  Wood- 
bridge,  Woodhall  Spa,  Woking,  Worcester, 
Worthing,  Wotton-under-Edge,  Yeovil,  York. 
Wales — Aberdare,  Aberystwyth,  Barry,  Bre¬ 
con,  Builth  Wells,  Cardiff,  Cardigan,  Carmar¬ 
then,  Colwyn  Bay,  Crickhowell,  Denbigh, 
Dolgelly,  Haverfordwest,  Lampeter,  Lland¬ 
rindod  Wells,  Llandudno,  Llanelly,  Llan- 
fyllin,  Llangollen,  Llanidloes,  Machynlleth, 
Merthyr,  Tydfil,  Milford  Haven,  Mold, 
Neath,  Newtown  (Mont.),  Oswestry,  Penarth, 
Pontypool,  Porthcawl,  Presteign,  Rhyl, 
Swansea,  Tenby,  Welshpool,  Wrexham. 
Scotland — Aberdeen,  Aberfoyle,  Callander, 
and  The  Trossachs;  Alloa,  Annan,  Ardrossan 
and  Saltcoats,  Ayr;  Burntisland,  Aberdour, 
and  Kinghorn;  Carnoustie,  Castle  Douglas, 
Dumfries,  Dumfermline,  Dunblane,  Edin¬ 
burgh,  Fraserburgh,  Glasgow,  Hawick,  Helens¬ 
burgh,  Inverness,  Kirkcaldy,  Kirriemuir, 
Largs  and  Fairlie,  Leven,  Musselburgh,  Oban 
and  Fort  William,  Perth,  St.  Andrews,  Stone¬ 
haven,  Stranraer,  Troon.  Ireland — Bangor 
and  Donaghadee,  Belfast,  Coleraine,  Cork 
and  Queenstown,  Killarney,  Larne,  Limerick, 
Londonderry  Newry,  Warrenpoint,  and 
Rostrevor,  Portrush  and  The  Giant’s  Cause¬ 
way.  France — Boulogne-sur-Mer,  Cannes, 
Evian-les-Bains,  Grasse  and  Thorenc,  Gerard- 
mer,  Hyo  res,  Menton,  Monte  Carlo,  St. 
Raphael,  Vichy.  Italy — Bordighera,  Flor¬ 
ence,  Naples,  Palermo  and  Sicily,  Rome, 
the  Italian  Lakes,  and  Nice.  _ 

By  A.  J.  C.  HARE.  (George  Allen, 
London) — “ Walks  in  London,”  12s.;  ‘‘Walks 
in  Rome,”  10s.;  “Wanderings  in  Spain,” 
7s.  6d.;  “Cities  of  Southern  Italy  and  Sicily,” 
10s.  6d.;  “Cities  of  Northern  Italy,”  12s.  6d.; 
“Cities  of  Central  Italy,”  12s.  6d.;  "Sketch¬ 
es  in  Holland  and  Scandinavia,”  3s.  6d.; 
“Studies  in  Russia,”  10s.  6d.;  “Florence,” 
3s.;  “Venice,”  3s.;  “The  Rivieras,"  3s.; 
“Paris,”  6s.;  “Days  near  Paris,”  10s.  6d.; 
“North-Eastern  France,”  10s.  6d.;  “South- 
Eastern  France,”  10s.  6d.;  '“South-Western 
France,”  10s.  6d.;  “North-Western  France,” 
10s.  6(1. ;  “  Sussex,”  6s.;  “  Shropshire,”  7s.  6d. 

GRANT  ALLEN’S  HISTORICAL 
GUIDES  (E.  Grant  Richards) — “Paris,” 
“Florence,”  “Cities  of  Belgium,”  “Cities 
of  Northern  Itlay,”  “Rome,”  “The  Umbrian 
Towns,”  3s.  6d.  each. 

BELL’S  CONTINENTAL  CHURCHES 
(George  Bell  and  Sons): — “Mont  St. 
Michel,”  “Amiens,”  “Chartres,”  “Rouen,” 
“Notre  Dame  de  Paris,”  “Bayeux.” 

MISCELLANEOUS  ( United  Kingdom) 

“Seaside  Watering  Places”  (Upcott  Gill), 
2s.  6d.;  “Dartmoor  Illustrated”  (J.  G. 
Commin). 

MISCELLANEOUS  {Abroad) 

“  Bradshaw’s  Through  Routes,  ”5s.;,  “  Brad¬ 
shaw’s  Continental  Guide,”  3s.  6d.;  “The 
Continental  A  B  C,"  6d.;  "Mediterranean 
Winter  Resorts”  (by  E.  A.  Reynolds-Ball) ; 


494 


SCIENTIFIC  AMERICAN 


“The  Mineral  Waters  and  Health  Resorts  of 
Europe”  (Hermann  and  F.  Parkes  Weber), 
Smith,  Elder,  and  Company,  15  Waterloo 
Place,  London,  S.W.;  “Practical  Hints  for 
Travellers  in  the  Near  East,”  by  E.  A.  Rey- 
nolds-Ball;  "Madeira  and  Canary  Islands,” 
by  A.  Samler  Brown  (Sampson  Low,  Marston), 
2s.  6d.;  “Madeira,”  by  E.  M.  Taylor,  7s.  6d.; 
“Tjvo  Summers  in  Guyenne,”  by  E.  H. 
Barker  (Bentley);  “A  Ride  in  Morocco,”  by 
Frances  MacNab  (Arnold);  “Sicily,  the 
New  Winter  Resort,”  by  Douglas  Sladen 
(Methuen);  "In  Sicily,”  by  Douglas  Sladen 
(Sands);  “The  Cathedrals  of  Southern 
France,”  by  F.  Miltoun  (T.  Werner  Laurie); 
“  Highways  and  Byways  in  Normandy,”  by 
Percy  Dearmer  (Macmillan);  "Denmark.” 
by  M.  Thomas  (Treherne);  “Travel  Pic¬ 
tures,”  by  Israfel  (Simpkin,  Marshall,  and 
Co.);  “Through  Finland  in  Carts,”  by  Mrs. 
Alec  Tweedie  (Black);  “East  of  Paris,”  by 
M.  Betham-Edwards  (Hurst  and  Blackett); 
“The  Riviera,”  by  Dr.  H.  Macmillan  (Virtue 
and  Company),  10s.  6d.;  “Climates  of  the 
South  of  France,”  by  Dr.  Theodore  Williams 
(Longman);  Stark’s  “Guide  to  the  West 
Indies”;  “History  of  the  West  Indies” 
(Fisher);  “ Rhode’s  Steamship  Guide”  (Phil- 


HANDBOOK  OF  TRAVEL 


ip  and  Son,  32  Fleet  Street,  E.C.);  “From 
Cloud  to  Sunshine”  (Algiers),  by  Dr.  A.  S. 
Gubb  (published  by  Bailliere  Tindal,  Henri¬ 
etta  Street,  Strand,  W.C.);  “Continental 
Road  Travel  in  Southern  and  Western 
Europe,”  by  W.  J.  A.  Stamer  (Chapman  and 
Hall);  “My  Tour  in  Palestine  and  Syria,” 
by  F.  H.  Deverell  (Eyre  and  Spottswoode). 

South  America. — “A  Year  in  Brazil” 
(H.  Dent),  “Handbook  of  Rio”  (News 
Office,  *Rio),  “Guide  to  the  River  Plate” 
(Levey),  “Argentina”  (T.  A.  Turner), 
“Patagonia”  (Hesketh  Prichard),  "Para¬ 
guay”  (G.  Lennox),  “Peru”  (C.  R.  Mark¬ 
ham),  “Chili”  (Morant),  “South  America” 
(Stanford,  15s). 

Mexico. — “Mexico  To-day”  (Brockle- 
hurst),  “Picturesque  Mexico”  (Wright), 
“Guide  to  Mexico”  (Appleton),  “Mexico  as 
I  Saw  It”  (Mrs  Alec  Tweedie). 

Madagascar. — “  Les  Voies  a  Madagascar” 
(Roux). 

South  Africa.— “ South  Africa”  (A.  Sam¬ 
ler  Brown). 

West  Africa. — “  Guide”  (Annaman),”  West 
African  Year  Book,”  1902,  “Fifty  Years  in 
West  Africa”  (Barrow). 


COMPARISON  OF  THE  CHINESE  EMPIRE  WITH  THE  EASTERN 
PORTION  OF  THE  UNITED  STATES 


SELECTED  MOTOR  AND  CYCLE  TOURS* 


EASY  CYCLING  TOURS. — There  is 
one  splendid  road  through  the  lakes, 
from  Keswick  to  Windermere.  You 
should  leave  the  train  at  Penrith  and 
cycle  thence  to  Keswick  (eighteen 
miles),  spending  the  night  at  the  Kes¬ 
wick  Hotel.  Next  day  via  Thirlspot  to 
Windermere  (Rigg’s  Windermere  Hotel). 
Train  to  Coventry,  cycling  thence 
through  Kenilworth  (Abbey  Hotel )  to 
Warwick  (Warwick  Arms).  Next  day 
to  Stratford-on-Avon  (Red  Horse). 
Train  to  Exeter  (New  London  Hotel)  ; 
thence  cycle  via  Crediton  to  Okehamp- 
ton  (White  Hart)  ;  Launceston,  Camel- 
ford  ( King’s  Arms).  Wadebridge  (Moles- 
worth  Arms),  St.  Colomb,  for  Newquay, 
where  have  a  day  off.  Stop  at  the 
Headland  Hotel.  Train  to  St.  Colomb- 
road  and  cycle  to  Truro  (Red  Lion), 
Redruth,  Camborne,  Hayle,  Penzance 
(Queen’s  Hotel)  ;  thence  back  via  Hel- 
ston,  Falmouth  (Green  Bank  Hotel). 
Cross  to  St.  Mawes  and  travel  via  Tre- 
gony,  St.  Austell  (White  Hart),  and 
Fowey  (Fovoey  Hotel).  To  Plymouth 
the  roads  are  poor  if  you  keep  near  the 
coast,  which  is  pretty.  So  you  can  have 
your  choice  of  the  route  via  Pelynt  and 
Looe,  or  via  Lostwithiel  and  Liskeard. 
By  +he  latter  route  you  may  take  a 
train  at  any  time,  as  the  railway  is  to 
a  great  extent  along  the  road.  At  Ply¬ 
mouth  (the  Duke  of  Cornwall  Hotel) 
your  route  is  via  Plympton  Farle,  Ivy- 
bridge  (London  Hotel),  Totnes  (Seven 
Stars) — for  Torquay  if  you  like — New¬ 
ton  Abbot  (Globe),  whence  train  to 
your  next  district,  which  should  begin 
with  Frome,  or,  better,  Heytesbury 
(Angel).  Cycle  via  Haddington,  past 
Stonehenge  to  Amesbury  (George  Ho¬ 
tel)  ;  thence  to  Salisbury  (New  County 
Hotel),  Fordingbridge,  Ringwood  (White 
Hart),  across  the  forest  to  Cadman  for 
Lyndhurst  (Crown  Hotel),  where  you 
might  have  a  day  or  two  off  for  other 
parts  of  the  forest.  Train  from  Lynd- 
hurst-road  station  for  Southampton  and 
London,  and  thence  to  Beccles  ( King's 
Head).  Cycle  to  Lowestoft  (Royal). 
and  thence  through  Yarmouth,  Acle.  and 
South  Walsham  to  Norwich  (Maid’s 
Head).  Cromer  and  Sheringham  could 
be  visited  from  there,  but  the  best  plan 
is  to  train  at  once  to  York  (Harkcr’s 
Hotel).  Cycle  to  Harrogate  (White 
Hart),  Ripon  (Unicorn  Hotel).  Train 
to  Durham  ( Three  Tuns).  Cycle  to  Cor- 
bridge  and  Rexham  ( Royal  Hotel),  and 
across  to  Carlisle  (County  Hotel). 

MOTOR  TOUR  TN  GREAT  BRITAIN. 
— Starting  from  Edinburgh,  the  follow¬ 


ing  route  is  good  :  Through  West  Lin¬ 
ton,  Biggar,  Abington,  Muirkirk,  to  Ayr 
(Station  Hotel)  ;  through  Dalmellington, 
New  Galloway,  Castle  Douglas,  Dum¬ 
fries  (Station  Hotel),  and  Annan  to 
Carlisle  (County  Hotel)  ;  through  Pen¬ 
rith,  Appleby  (King's  Head),  Brough,  to 
Barnard  Castle  (King's  Head)  ;  through 
Scotch  Cornpr,  Leeming,  Ripon,  to  Har¬ 
rogate  (Hotel  Majestic)  ;  through  Pan- 
nal,  Harewood,  Collingham,  Aberford, 
Sherburgh,  Brotherton,  to  Doncaster 
(Angel  Hotel)  ;  through  Tickhill,  Work¬ 
sop  (Lion  Hotel),  Ollerton,  Edwinstowe 
( Dukeries  Hotel),  to  Mansfield  (Swan 
Hotel)  ;  through  Southwell,  Newark, 
Grantham  (George  Hotel),  Melton  Mow¬ 
bray,  to  Leicester  (Bell  Hotel)  ;  through 
Nuneaton,  Coventry,  and  Kenilworth,  to 
Leamington  (Manor  House  Hotel)  ; 
through  Banbury,  to  Oxford  (Randolph 
Hotel)  ;  through  Faringdon,  Swindon, 
Wroughton,  Beckhampton,  Chippenham, 
Bath  (York  House  Hotel)  ;  through 
Wells,  Glastonbury,  Bridgwater,  Taun¬ 
ton  (Castle  Hotel),  to  Exeter  (New  Lon¬ 
don  Hotel)  ;  through  Lyme  Regis,  Brid 
port,  Dorchester  (King’s  Arms),  Ware- 
ham,  to  Bournemouth  (Royal  Bath  Ho¬ 
tel)  ;  through  Christchurch,  Lyndhurst 
(Crown  Hotel),  and  Romsey,  to  Win¬ 
chester  (George  Hotel)  ;  through  Alton, 
Farnham,  Guildford  (White  Hart  Ho¬ 
tel),  Dorking,  Reigate,  Sevenoaks 
(Crown  Hotel),  to  Tunbridge  Wells 
(Mount  Ephraim  Hotel)  ;  through  Rye 
and  Romsey,  to  Folkestone  (Hotel  M6- 
tropole)  or  Dover  (Burlington  Hotel). 
The  best  centers  from  which  excursions 
can  be  made  are  Carlisle  (for  a  round 
comprising  Wigton,  Silloth  (Queen’s  Ho¬ 
tel),  Maryport,  Cockermouth,  Keswick. 
(Keswick  Hotel),  Penrith,  Alston,  and 
Brampton)  ;  Harrogate  (for  Bolton  Ab¬ 
bey,  Ilkley,  Otley,  Harewood,  Wetherby, 
York  (Station  Hotel),  and  back  by 
Ivnaresborough)  ;  Edwinstowe,  for  the 
Dukeries  and  Sherwood  Forest ;  Leam¬ 
ington,  for  Stratford-on-Avon ;  and 
Bournemouth.  The  above  route  avoids, 
as  much  as  possible,  the  large  towns. 

MOTOR  TOUR  IN  IRELAND. — Start¬ 
ing  from  Dublin  (Shelbourne  Hotel),  a 
good  route  is  that  through  Dundrum 
Stepaside,  Enniskerry,  Newton,  Mt.  Ken¬ 
nedy,  Laragh,  for  Glendalough  (Royal 
Hotel),  back  to  Laragh.  and  on  through 
Rathdrum,  Wooden  Bridge,  Arklow,  Go- 
rey,  and  Wexford  (White's  Hotel)  ;  by 
the  coast  road  (not  so  interesting)  the 
distance  is  just  over  ninety  miles.  The 
other  is  very  little  longer.  On  the  sec¬ 
ond  day,  pass  through  New  Ross,  Water- 


*These  tours  were  received  too  late  to  be  included  under  Tours. 


495 


496 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


ford  ( Adelphi  Hotel),  Kilkenny,  and 
Cashel  to  Clonmel  ( Hearn’s  Hotel )  ; 
third  day,  through  Clogheen,  Lismore, 
Youghal,  and  Middleton,  to  Cork  ( Im¬ 
perial  Hotel )  ;  fourth  day,  through  Drip 
sey,  Macroom,  Inchigeelagh,  Giengariffe 
(Eccles’s  Hotel),  Kenmare,  and  Muck- 
ross,  to  Killarney  (Royal  Victoria  Ho¬ 
tel)  ;  fifth  day,  through  Killorglin,  Glen- 
beigh,  Cahirciveen,  Waterville  (South¬ 
ern  Hotel),  Farknasilla,  Kenmare,  Kil- 
garvan,  and  Loo  Bridge,  to  Killarney  ; 
sixth  day,  through  Abbeyfeale,  New¬ 
castle,  Adare,  Limerick  ( Olentworth  Ho¬ 
tel),  Lansdowne  Bridge,  Cratloe,  K  i  1 
morey,  Tulla,  Crusheen,  and  Gort,  to 
Galway  (Railway  Hotel)  ;  seventh  day, 
through  Athenry,  Ballinasloe,  Cloghan, 
Tullamore,  Portarlington,  Kildare,  New¬ 
bridge,  and  Naas,  to  Dublin  ;  eighth  day. 
through  Mullingar  (Greville  Arms) 
Athlone,  Tuam,  Ballinrobe,  to  Westport 
(Railway  Hotel)  ;  ninth  day.  through 
Castlebar,  Ballina,  Dromore,  Sligo  (Vic¬ 
toria  Hotel ),  Bundoran,  Pettigoe,  to 
Strabane  ( Abercorn  Arms)  ;  tenth  day, 
through  Londonderry,  Ballykelly,  Lima- 
vady,  Coleraine,  Ballycastle,  Cushendun. 
Cushendall,  Glenarm,  Larne,  and  Car- 
rickfergus,  to  Belfast  ( Station  Hotel)  ; 
eleventh  day.  through  Combe,  Down¬ 
patrick,  Newcastle,  Kilkeel.  Itostrevor, 
Warrenpoint  ( Great  Northern  Hotel), 
Dundalk,  and  Drogheda,  to  Dublin.  In 
many  centers  like  Westport.  Strabane. 
Coleraine,  Limerick.  Warrenpoint,  and 
Killarney,  one  may  spend  a  day  or  so  in 
excursions  in  the  district. 

A  WALKING  TOUR  TN  THE  ENG¬ 
LISH  LAKE  DISTRICT. — As  a  center 
Keswick,  Grasmere,  or  Ambleside  is  suit¬ 
able.  One  cannot  do  better  than  enter 
at  Windermere  and  finish  at  Ullswater. 
The  following  route  is  a  good  one  ;  Win¬ 
dermere,  Ambleside,  Rydal,  Grasmere, 
Dungeon  Gh.vll.  Wastdale  Head.  Enner- 
dale  (Angler’s  Inn),  Scale  Hill,  Butter- 
mere,  Honister  Tass,  to  Keswick,  from 
which  several  excursions  can  be  made. 
Thence  to  Patterdale,  Pooley  Bridge, 
and  Penrith.  A  good  guide-book  is  Bad- 
deley's  “English  Lakes"  (5s.),  published 
by  Dulau  &  Co.,  37  Soho  Square,  W. 

CYCLING  TOUR  IN  THE  NEW 
FOREST. — Make  your  headquarters  at 
Lyndhurst  (Crown  Hotel).  First  day, 
visit  Bournemouth  by  the  Christchurch 
route,  and  return  to  Christchurch 
( King’s  Arms)  for  the  night.  Second 
day,  through  Milton,  Lymington  and 
Brockenhurst,  back  to  Lyndhurst.  Third 
day,  via  Cadnam  and  Brickworth  House 
to  Salisbury  (White  Hart  Hotel)  :  and 
back  on  the  fourth  day  through  Ford- 
ingbridge.  Fifth  day,  through  Tatton, 
Southampton,  and  Otterbourne.  to  Win¬ 
chester  ( George  Hotel),  and  back,  the 
sixth  day,  via  Ampfield  and  Cadnam. 

CYCLING  IN  THE  WYE  VALLEY. — 
The  most  interesting  center  is  Mon¬ 
mouth  (Beaufort  Arms  or  Hardwick 
Boarding-house) .  The  principal  runs 


thence  and  back  are :  Staunton,  Mich- 
eldean,  Littledean,  Coleford  (twenty- 
seven  miles)  ;  Staunton,  Christchurch, 
Symond’s  Yat,  ferry  across  the  Wye, 
B  hiteehurch,  and  back  (seventeen 
miles)  ;  to  Abergavenny,  through  Rock- 
field  and  Llansilio,  and  back  by  Llanartli 
(thirty  miles)  ;  via  Newland,  Coleford, 
Cinderford,  to  Newnham,  and  back  by 
Blakeney  (thirty-five  miles)  ;  train  to 
Bigsweir,  cycle  by  Tidenham  Castle,  to 
Chepstow,  and  return  by  Tintern  Abbey 
(thirty-two  miles). 

CYCLING  IN  THE  ARDENNES.— 
Start  from  Namur  ( Hotel  Hat-scamp), 
for  cinder-tracks  are  by  no  means  uni¬ 
versal  in  Belgium,  and  it  is  not  worth 
the  risk  to  take  paved  roads  on  the 
chance  of  a  side  track  being  found  be¬ 
fore  reaching  Namur.  Then  run  on 
from  Namur  to  Dinant  ( Hotel  Kur- 
saal)  ;  to  Rochefort  (Hotel  Biron)  for 
the  grottoes  of  Han ;  to  Neufschateau, 
Arlon,  and  Luxembourg  (Hotel  de  VEu- 
rope)  ;  to  Diekirch  ( Hotel  des  Arden¬ 
nes)  ;  to  Vianden  (Hotel  Ensch)  ;  and 
via  Bastogne  and  Houfalize  (Hotel  Lux¬ 
embourg),  to  Trois  Fonts  and  Spa  (Ho¬ 
tel  dc  Flandre,  or.  cheaper,  Laeken). 
One  might  add  in  Remouchamps  (Hotel 
de  la  Grotte),  and  La  Roche  (Hotel  du 
Luxembourg)  in  the  latter  part  of  the 
run  ;  and  then  back  to  Namur  via  Liege 
and  Huy,  along  the  river — very  pretty. 
Route  over  Dover  to  Ostend  and  Namur 
most  direct. 

CYCLING  IN  THE  BLACK  FOREST. 
— The  roads  are  good  on  the  whole, 
though  in  some  places  the  gradients 
are  steep.  As  a  center,  Triberg  is  ex¬ 
cellent,  as  it  is  practically  in  the  heart 
of  the  Forest,  and  there  are  excellent 
roads  in  three  directions — north,  to 
Hornberg,  Wolfach,  and  on  to  Freuden- 
stadt ;  southeast,  to  Villingen :  and 
south,  to  Furtwangen.  I  suggest  that 
you  go  straight  through  by  train,  via 
Offenberg,  to  Triberg  (Black  Forest  Ho¬ 
tel),  and  devote  the  first  part  of  your 
time  to  the  district  north,  including  the 
route  through  Hornberg  (Bear  Hotel). 
Wolfach  (Hotel  Salmon),  Alpirsbach 
(Hotel  Lowe).  Schiltach  (Ochs  Hotel), 
Schramberg  (Hotel  Post).  Thennen- 
bronn  (Hotel  Krone),  and  back  to  Tri¬ 
berg.  Then  take  the  same  road  as  far 
as  St.  Georgen  (Hotel  Hirsch),  and  con¬ 
tinue  through  Peterzell  and  Schoreu  to 
Villingen  (Hotel  Blurne),  and  thence 
through  Marbach  (Hotel  Post)  and 
Klengen  to  Donaueschingen  (Hotel 
Schiitze).  Keep  south,  through  Hiifin- 
gen,  and  thence  southeast  to  Loffingen 
and  Neustadt  (Hotel  Adler),  after  which 
your  route  leads  past  Titisee  (Hotel 
Bar),  Ilbllsteig,  Ilimmelreich,  and  Zar- 
ten,  to  Freiburg  (Hotel  Victoria). 

SKETCHING  TOUR  IN  HOLLAND  — 
“First  we  were  at  the  Hotel  de  Com¬ 
merce,  Middelburg.  We  had  capital 
rooms,  and  paid  2fl.  75  for  bed  and 
breakfast  (a  very  substantial  meal)  and 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


497 


dinner.  The  landlord  speaks  good  Eng¬ 
lish.  The  costume  is  worn  universally 
by  the  country  folk  here.  Next  we 
stayed  at  the  Hotel  Roland-Veere,  the 
journey  by  steamer  from  Middelburg 
costing  a  few  pence.  We  had  capital 
rooms,  breakfast,  lunch,  afternoon  tea, 
and  dinner  at  a  cost  of  5s.  a  day.  The 
landlady  speaks  good  English.  Taint- 
able  subjects  include  a  small  haven 
with  fishing  smacks  and  the  local  cos¬ 
tumes.  The  place  >s  quiet  and  charm¬ 
ing.  The  schoolmaster  and  the  grocer 
at  'De  Hoop  bakery’  also  take  lodgers 
at  much  the  same  price,  I  believe.  We 
then  went  to  Laren,  in  North  Holland, 
near  Hilversum,  and  stayed  at  the  Pen¬ 
sion  Kam,  and  were  most  comfortable  at 
2 fl.  50  a  day,  everything  included,  ex¬ 
cept  bedroom  lamps.  Mrs.  Kam  is  Eng¬ 
lish.  Here  there  are  good  interiors  and 
the  sand  dunes  to  paint.  Then  we  visi¬ 
ted  Volendam,  and  stayed  at  Spaander’s 
Hotel  for  3fl.  a  day  (by  the  week). 
Everyone  here  speaks  English.  This  is 
full  of  most  quaint  subjects,  and  all  the 
fisherfolk  wear  the  costume.  There 
is  a  regular  and  quite  moderate 
tariff  for  models  at  Laren  and 
Volendam.  I  was  also  given  the  fol¬ 
lowing  addresses  of  places  frequented  bv 
artists :  Vrouw  Noorlander  Rijsoord, 
near  Dordrecht ;  train  to  Dort,  cross  by 
ferry,  Sweindrecht  tram  to  Rijsoord  ’ 
terms,  12fl.  a  week,  and  very  comfor¬ 
table.  Hotel  Pennock,  Dordrecht :  Hotel, 
Hot  Haasje,  Damrak,  Amsterdam  :  Hotel 
Fleur  d’Or,  Rue  des  Moins,  Antwerp, 
near  the  cathedral.  I  may  add  that 
during  our  sojourn  in  Holland  we  found 
nobody  grasping,  except,  perhaps,  the 
children  at  Volendam.”  (From  a  Queen 
reader. ) 

A  MOTOR  TOUR  ON  THE  CONTI¬ 
NENT. — A  suitable  route  for  July, 
commenciug  with  Paris  ( Grand  Hotel), 
is  as  follows  :  Through  Evreux  to  Trou- 
ville  (Hotel  des  Roches  Noires)  ; 
through  Caen  and  Avranches  to  Dinard 
(Royal  Hotel)  ;  through  Rennes  to  Nan¬ 
tes  (Hotel  des  Voyageurs )  ;  through  An¬ 
gers  to  Tours  (Hotel  Univers)  ;  through 
Chateauroux  to  Le  Chatre  ( Hotel  De- 
cosses )  ;  through  Gueret  and  Aubusson 
to  Clermont  Ferrand  (Hotel  de  VEu- 
rope )  ;  through  Thiers  and  Roanne  to 
Lyons  (Hotel  Univers )  :  through  S.  An¬ 
dre  le  Gaz  and  Chambfiry  to  Aix-les- 
Bains  (Hotel  de  VEurope)  ;  through  An¬ 
necy  and  Geneva  to  Lausanne  (Hotel 
Riche  Hont)  ;  through  Bern  to  Lucerne 
( Hotel  National )  ;  through  Zurich  and 
Winterthur  to  Neuhausen  (Hotel 
Schweizerhof )  :  through  Donaueschin- 
gen  and  Villingen  to  Triborg  (Black  For¬ 
est  Hotel )  ;  through  naslaeh  and  Of 
fenburg  to  Strassburg  (Hotel  Ville  de 
Paris )  :  through  Finslingen  and  Cha- 
teausalins  to  Metz  (Hotel  de  Metz)  : 
through  Luxembourg  to  Spa  (Hotel 
d’York)  :  through  Liege  to  Brussels  (Ho¬ 
tel  de  VEurope).  From  here  return  to 
England  via  Ostend  (Palace  Hotel),  and 
steamer  thence,  or  via  Dover. 


A  TEN  DAYS’  TRIP  WITH  BICY¬ 
CLES  IN  NORMANDY.— Land  at  Ha¬ 
vre  (Normandie),  boat  to  Trouville,  and 
ride  to  Caen  (Hotel  Moderne),  via  the 
coast  road,  passing  Dives ;  thence  to 
Bayeux  (Luxembourg)  ;  to  St.  Lo  (Uni¬ 
vers)  ;  to  Coutances  (France)  ;  to  Av¬ 
ranches  (Hotel  Bonneau)  ;  to  Mt.  St. 
Michel  (Hotel  Poulard  Aine)  ;  to  Mor- 
tain  ( Poste )  ;  to  Vire  (Hotel  St.  Pierre)  , 
to  Falaise  (Hotel  de  Normandie) , 
stopping  the  night  at  Conde-sur-Noi- 
reau ;  to  Lisieux  (Normandie),  stopping 
the  night  at  St.  Pierre-sur-Dives,  the 
full  distance  being  forty-three  miles ; 
lastly,  via  Pont  l'Eveque,  to  Honfleur ; 
thence  boat  to  Havre.  For  this  tour 
purchase  the  C.  T.  C.s  “France,”  sec¬ 
ond  volume  (N.  W.,  W.,  and  S.  W.)  of 
the  Continental  Road  Book  series,  con¬ 
taining  the  necessary  map.  Every  hill, 
turning,  and  cobble  which  it  is  neces¬ 
sary  to  know  of,  together  with  the  mile¬ 
age  from  place  to  place,  is  noted  in  the 
book.  Write  for  it  to  Mr.  E.  It.  Ship- 
ton,  47  Victoria  street,  S.  W.  (5s.  to 
members)  You  can  send  your  luggage 


Bridge  on  Gothard  Railway 

on  by  grande  vitesse  addressed  en  con- 
signe  (fetching  it  at  the  station  or  send¬ 
ing  someone  for  it  from  the  hotel)  ;  by 
eolis  postal  if  it  is  light  (otherwise  this 
means  is  expensive),  by  both  means  pay¬ 
ing  only  for  the  carriage  on  receipt ;  or 
you  can  take  a  third  class  ticket,  and 
simply  send  it  by  train  as  though  you 
were  traveling  with  it.  It  will  remain 
at  the  baggage  office  of  the  station  it  is 
destined  for  until  the  bulletin  des  bag- 
ages  is  presented.  A  small  fee  has  to 
be  paid  for  every  day  it  is  kept  there 
until  it  is  claimed.  In  France  30  kilos 
(061bs.)  of  luggage  is  allowed  on  the 
railway  ticket.  For  cycling  centers, 
Dives  and  Falaise  (at  the  former  the 
Hotel  Guillaume  le  ConquGrant)  or  Caen 
and  Mortain  ;  or  Caen  and  Avranches; 
the  last  named  being  more  accessible  for 
Mt.  St.  Michel,  which,  though  archi¬ 
tecturally  interesting,  is  situated  in  the 
neighborhood  of  uninteresting  country. 
But  Avranches  and  Mortain  are  pretty  : 
Falaise  is  in  charming  country,  but  hil¬ 
ly.  From  Caen  and  Dives  make  excur- 


498  SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


sions  both  inland  and  on  the  coast.  If 
the  tour  is  too  long  for  a  ten  days’ 
holiday,  or  if  the  weather  is  unfavor¬ 
able,  cut  it  off  at  St.  Lo,  riding  thence 
down  to  Vire  and  then  to  Falaise,  leav¬ 
ing  Coutances,  Avranches,  and  Mt.  St. 
Michel  for  another  time. 

CYCLING  AND  MOTORING  IN  THE 
P  Y  R  E  N  E  E  S. — The  high  roads  in. 
spring,  summer,  and  early  autumn  are 
smooth,  rutless,  and  rather  dusty.  What 
would  seem  insurmountable  difficulties 
when  looked  at  on  an  ordnance  map 
vanish  into  space  when  attacked  in 
reality.  Most  of  the  roads  run,  nat- 


Curling  in  Switzerland 


urally,  through  valleys;  still,  it  is  often 
necessary  to  cross  a  mountain  pass  more 
or  less  elevated  in  order  to  get  out  of 
one  valley  into  the  next.  The  roads, 
however,  are  made  in  such  long  zig¬ 
zags  that  the  slope  loses  its  steepness, 
and  you  make  astounding  ascents  and 
descents  almost  without  being  aware  of 
the  fact.  From  November  till  May  they 
are  impracticable  for  automobilists,  be¬ 
cause  of  the  stoning  and  other  repara¬ 
tive  operations  going  on,  not  to  mention 
the  fact  that  some  of  them  are  com¬ 
pletely  snowed  up  in  winter. 

CYCLING  ALONG  THE  RHINE.— 
The  order,  ascending :  Emmerich,  Roy¬ 
al;  Duisburg.  Europciischer  Hof;  Diis- 
seldorf,  and  Cologne  (see  descending)  ; 


Godesberg  or  Bonn,  Hotel  Kley  (Bonn)  ; 
Remagen,  Rliein  Hotel;  Andernach, 
Ilackenbruch ;  Coblenz,  Zum  Riesen;  St. 
Goar,  Rheinfels ;  Bingen,  Bellevue; 
Mainz,  Rhcinischer  Hof ,  and  Heidelberg, 
Schloss  Hotel.  Descending  :  Mannheim, 
Pfalzer  Hof ;  Darmstadt.  Darmstddter 
Hof;  Frankfurt,  Hotel  Russie;  Wies¬ 
baden,  Hotel  Pension  Quisisana  (for  a 
longer  stay)  ;  Ems  (or  Ehrenbreitstein), 
Rath,  at  Ehrenbreitstein ;  Neuwied,  Zum 
Goldenen  Anker;  Linz,  Europciischer 
Hof;  Cologne,  Hotel  du  Nord;  Dtissel- 
dorf,  Hotel  Royal.  The  hotels  are,  with 
the  one  exception  of  Wiesbaden,  chosen 
for  short  stays,  say  a  night.  That  at 
Wiesbaden  (which  forms  a  good  midway 
rest)  is  a  family  hotel.  Most  of  the 
houses  are  selected  for  the  view  of  the 
Rhine,  but  some  for  comfort  only. 

TOURS  IN  THE  UNITED  KINGDOM. 

EASTERN  COUNTIES'  CATHEDRAL 
TOUR. — London  to  Durham  by  G.  N. 
Ity.  and  N.  E.  Ry.  ( Three  Tuns )  ;  third 
day,  York  ( Station  Hotel),  a  very  great 
contrast  to  the  quaint  Durham  hostel¬ 
ry,  but  contrasts  are  the  more  interest¬ 
ing  when  both  are  good.  Thence  early 
on  the  fourth  day,  via  Market  Weighton 
to  Beverley,  a  most  interesting  Cathe¬ 
dral  or  Minster  town  ( Beverley  Arms). 
Next  morning  (5th  day)  via  Hull  to 
Lincoln  (White  Hart).  Sixth  day  to 
Peterborough  ( Great  Northern  Hotel) 
and  Ely  (Lamb)  ;  seventh  day  to  Cam 
bridge  ( University  Arms)  ;  and  eighth 
day  to  Norwich  ( Maid’s  Head). 

A  TOUR  IN  CORNWALL.— May  is  a 
good  month  for  the  tour.  Travel  by 
the  Great  Western  Railway  from  London 
to  Penzance  ( Queen’s  Hotel),  which 
should  be  headquarters  for  about  ten 
days,  during  which  a  two-day  excursion 
should  be  made  to1  Ilelston  and  the  Liz¬ 
ard.  Return  through  Redruth  to  New¬ 
quay  (Headland  Hotel),  whence  by 
coach  to  Wadebridge  for  Padstow 
( South  Western  Hotel )  ;  train  via  Wade¬ 
bridge  to  Camelford,  whence  drive  to 
Tintagel  (King  Arthur’s  Castle  Hotel), 
and  on  to  Bude  (Falcon  Hotel).  If  the 
tour  is  continued  to  North  Devon,  which 
is  advisable,  the  route  is  by  coach  to 
Clovelly  (Red  Lion  Hotel),  and  on  to 
Bideford  (Royal  Hotel)  :  train  via  Barn¬ 
staple  to  Lynton  (Valley  of  Rocks  Ho¬ 
tel),  and  drive  along  the  coast  to  Mine- 
head  (Hotel  Metropole).  whpnce  by  train 
back.  If  North  Devon  is  not  included, 
return  from  Bude  by  train  via  Okehamp 
ton  to  Exeter  (New  London  Hotel),  and 
by  the  main  line  to  London. 

IRISH  TOUR.  —  For  cycling  Antrim 
and  environing  counties  may  be  recom¬ 
mended.  Say :— Dublin  to  Drogheda 
and  Dundalk  (Imperial)  ;  to  Carlingford, 
Warrenpoint.  and  Rostrevor  (Great 
Northern  Hotel  at  Warrenpoint)  ; 
thence  to  Kilkeel  ;  then  along  the  coast 
to  Newcastle  (Slieve  Donard  Hotel)  :  to 
Downpatrick.  Strangford,  and  Porta 
ferry  to  Newtownards  (Londonderry 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


499 


Arms )  ;  to  Belfast,  Carrickfergus  to  Red 
Bay  and  Cushendall  (Glens  of  Antrim 
Hotel )  ;  to  Cushendun  and  along  coast, 
under  Fair  Head  inland  to  Ballycastle 
l  Marine  Hotel)  ;  so  to  Ballintoy  and  the 
Giant’s  Causeway  to  Portrush  ( For - 
t rush  Hotel,  comfortable,  not  expen¬ 
sive)  ;  then  follow  the  road  due  south 
to  Coleraine  and  Limavady  (Alexander 
Arms )  ;  Londonderry  and  Slrabane 
( Abercorn  Arms )  ;  thence  to  Ballybofey 
(McGee's)  and  Donegal  (Arran  Arms)  ; 
then  work  through  Killybegs  to  Ardara 
(Nesbitt  Arms)  ;  to  (Plenties  (O'Don¬ 
nell's)  and  Lettermacanvan  :  then  to 
Gweedore  (Gweedore  Hotel)  through  the 
Rosses  ;  and  on  to  Sheephaven  and  Car- 
rigart  (Rosapenna  Hotel)  ;  thence  via 
Mulroy  Bay  to  Rathmullen  and  across 
1o  Buncrana  (Lough  Swfflly  Hotc  ). 
Thence  rail  or  road  to  Lifford  and 
Omagh  (White  Hart)  and  train  to  Dub¬ 
lin.  June  is  the  best  month  for  this 
tour,  and  then  September.  Information 
on  touring  can  be  obtained  from  Mr.  F. 
W.  Crossley,  Irish  Tourist  Development, 
118  Grafton  street,  London. 

BAVARIAN  CASTLES,  SALZKAM- 
MERGUT,  AND  TIROL. — To  include 
Nuremberg,  the  route  is  via  Heidelberg 
and  Wurzburg,  Nuremberg  (Hotel  de 
Wiirttembcrg) ,  Munich  (Hotel  Bap 
rischerhof).  To  see  the  Bavarian  castles, 
train  thence  to  Fiissen,  changing  at 
Biessenhofen.  The  three  castles  of  Ilo- 
henschwangau,  Neuschwanstein,  and 
Linderhof  can  all  be  visited  from  Fiis¬ 
sen  ( Hotel  Bayrischerhof) ,  and  one  can 
then  drive  through  Reutte  and  Lermoos 
to  Nassereit  (Hotel  Post,  for  the  night), 
and  next  day  through  Telfts  to  Inns¬ 
bruck  (Hotel  Tirol).  At  least  five  days 
should  be  taken  for  the  journey  between 
Munich  and  Innsbruck. 

SUMMER  IN  THE  BAVARIAN 
HIGHLANDS. — “We  left  the  train  de 
luxe  at  Wiirzburg,  and  went  on  to  Mu¬ 
nich  (Hotel  Bellevue,  comfortable,  but 
in  a  very  noisy  situation).  On  our  way 
to  Innsbruck  we  stayed  a  day  at  Rosen¬ 
heim  to  visit  the  wonderful  palace  at 
Ilerrenchiemsee.  The  trip  could  be  eas¬ 
ily  done  in  a  day  from  Munich  by  spe¬ 
cial  return  ticket,  or  en  route  to  Gar- 
misch  or  Innsbruck.  Train  from  Rosen¬ 
heim  to  Prien.  change  for  Stock,  thence 
by  steamer.  The  Bayerischerhof  at  Ros¬ 
enheim  is  Cook’s  hotel,  and  a  long  way 
out  of  the  town.  We  stayed  at  a  little 
German  Inn,  the  Wendelstein,  very 
cheap,  but  rather  rough.  We  went  on 
to  Innsbruck  next  day.  and  arranged 
with  the  porter  at  the  Hotel  Tirol  for  a 
carriage  and  pair  of  horses  to  drive  to 
Garmisch  (fare  160kr.).  A  clear  under¬ 
standing  should  be  made  with  the  driver 
that  he  takes  you  to  Linderhof,  or  he 
will  demand  an  extra  sum  for  doing 
so  when  you  are  half-way.  We  started 
at  7  a.  m.,  arriving  at  Lermoos  ( Hotel 
Post)  between  8  and  9  p.  m.  Next  day 
we  started  at  eight  for  Hohensehwan- 
gau ;  stayed  at  the  Hotel  Schwansee 


(very  comfortable).  The  two  palaces  of 
Hohenschwangau  and  Neu-Schwanstein 
are  only  a  few  minutes’  walk  from  the 
Hotel  Schwansee  and  well  worth  visit¬ 
ing.  We  started  at  8  a.  m.  back  to 
Reutte,  and  lunched  at  the  Bee  Spits 
Gasthof.  From  there  onward  was  al¬ 
most  the  loveliest  part  of  our  drive, 
which  was  exceptionally  beautiful 
throughout.  Not  finding  a  suitable  ho¬ 
tel  at  Partenkirchen  (the  Stern  being 
very  expensive),  we  moved  on  to  the 
Villa  Bcthell  at  Garmisch,  very  com¬ 
fortable,  and  the  proprietor  gave  us 
every  assistance  in  making  the  various 
excursions  in  that  neighborhood.  The 
Hotel  Alpcnhof  there  is  good.  Garmisch 
is  warm,  but  has  most  exquisite  scenery 
and  lovely  walks  ;  there  is  always  shade 
by  the  river.  It  is  quite  the  prettiest 
place  I  have  ever  seen.  We  returned 
direct  to  Munich  by  rail.”  (From  a 
Queen  reader.) 

BLACK  FOREST. — Go  through  to 
Freiburg  (Hotel  Pension  Beau  Sejour) 
via  Dover,  Calais,  Metz,  and  Strassburg, 
£5  Is.  2d.  first  single,  £3  14s.  3d.  sec¬ 
ond  single.  Thence  by  the  Hollenthal 
Railway  to  (eighteen  miles)  Titisee 
(Hotel  Titisee,  from  6  marks),  a  pleas¬ 
ant  summer  resort  at  an  altitude  of 
2,800  feet.  (For  summer.) 

A  TEN  DAYS’  TOUR  AMONG  THE 
FRENCH  CHATEAUX.  —  Apply  to  the 
Orleans  railway  company  for  their  pro¬ 
gramme  of  circular  tickets  in  Touraine. 
Tours-:  Hotel  de  VUnivers  (best)  : 

Grand  Hotel  du  Commerce  (rooms  from 
3fr.).  Blois :  Hotel  de  France  (best); 
du  Chdteau  (cheaper).  Amboise  :  Lion 
d'Or.  Loches  :  Hotel  de  France.  Nevers 
is  also  an  interesting  town  to  stay  in, 
with  beautiful  surrounding  scenery  (Ho¬ 
tel  de  France).  A  good  guide  book  is 
Joanne’s  “La  Loire”  (Haehette,  18  King 
William  street). 

DOLOMITES.— Route  from  Finhaut 
(Grand  Hotel)  is  via  Lausanne,  Eerne, 
Zurich,  the  Arlberg,  and  Innsbruck. 
Thence  via  Franzensfeste  to  Niederdorf, 
from  which  one  should  visit  the  Pragser 
Wildsee  l Hotel  Wildsee  Pray),  one  of 
the  most  lovely  spots  in  the  Dolomites. 
It  is  at  4,850  feet,  and  the  air  is  de¬ 
liciously  pure  and  bracing.  It  is  easy 
of  access,  being  only  about  seven  miles 
fVom  Niederdorf  by  a  good  road.  The 
hotel  is  in  connection  with  the  Adler, 
at  Niederdorf.  and  the  Stadt  Milnchen, 
at  Meran.  Another  good  center  for  a 
stay  'S  Cortina  (Hotel  Cristallo  or  Ho¬ 
tel  Faloria).  Continuing  from  Nieder¬ 
dorf  by  train  to  Toblach,  drive  to  Cor¬ 
tina,  an  ideal  place  for  good  walkers. 
Thence  by  carriage  through  Pieve  di  Ca- 
dore  (Hotel  Proyresso) ,  Longarone,  and 
Belluno,  which,  if  possible,  should  be 
reached  for  a  Saturday,  as  the  town  is 
alive  with  quaintly-costumed  peasants 
for  market  day.  Train  from  Belluno  to 
Feltre  :  drive  to  Tezze  :  train  Roncegno 
(Grand  Hotel),  and  on  via  Trent,  to 


500 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Rotzen  ( Hotel  Victoria),  where  one 
should  not  fail  to  make  the  excursion 
to  the  Karersee  ( Karersee  Hotel)  be¬ 
fore  going  on  to  Innsbruck.  The  aver¬ 
age  price  per  day  at  good  hotels  is 
about  10fr.  for  a  stay  of  a  week  or 
more. 

TOUR  IN  TIROL. — Suggested  Dolomi¬ 
tes  tour :  Innsbruck-Bozen  (Hotel 

Kaiserlcrone,  where  remain  a  day  or  two 
to  allow  of  a  visit  to  Meran).  Go  by 
carriage  over  the  Mendel  Pass  (Hotel 
Pcnegal),  to  Fondo  and  Dimaro.  Thence 
to  Madonna  di  Campiglio.  Stay  at  the 
Hotel  Madonna  ai  Campiglio.  Then  via 
Finzolo,  Alle  Sarche,  Vezamo,  to  Trient. 
Next  by  railway  to  Roncegno  (Palace 
Hotel),  and  to  Tezze,  to  Feltre  by  car¬ 
riage,  and  to  Belluno  by  rail.  Here  one 
enters  the  real  Dolomites.  By  carriage 
via  Perarolo  and  Pieve  di  Cadore  to 
Cortina  d'Ampezzo  (Hotel  Cristallo). 
Make  a  side  trip  thence  to  the  beauti¬ 
ful  Misurina  Lake,  continuing  the  main 
route  via  Schluderbach  to  the  rail  at 
Toblach  (Hotel  Toblach)  and  Bruneck 
(Hotel  Post).  If  weather  be  fine  make 
the  following  trip  :  Leave  Bruneck  by 
carriage  to  Corvara ;  stay  there  over 
night  and  take  a  conductor  as  a  guide 
over  the  Grodner  Toch  to  Wolkenstein, 
where  spend  the  night.  Next  day  walk 
over  the  Sella  Joch  to  Campitello. 
Thence  take  a.  carriage  to  Vigo  di  Fassa, 
and  over  the  Karerpass  to  the  Karersee 
Hotel  and  the  day  after  by  carriage 
again  to  Bozen. 

THE  LOIRE  CASTLES. — A  good 
route  for  the  Loire  Castles  is  Paris 
( Hotel  Palais  d’Orsay),  Orleans  (Hotel 
St.  Aignan),  Blois  (Grand  Hotel  de 
Blois),  whence  you  should  visit  Cham- 
bord  (by  carriage)  before  going  on  to 
Amboise  (Hotel  Lion  d’Or),  Tours  (Ho¬ 
tel  Univers)  whence  visit  Chinon  and 
Loches — each  about  thirty  miles  by 
rail — and  Chenonceaux  (Hotel  du  Bon 
Laboureur),  twenty  miles.  You  can 
then  return  to  Paris  by  way  of  Or¬ 
leans,  or  go  on  to  Bourges  (Hotel  Boulc 
d’Or)  and  Nevers  ( Hotel  de  France). 
returning  through  Gien  and  Fontaine¬ 
bleau  (Hotel  de  France  ct  d’Angleterre) , 
to  Paris.  The  principal  stopping  places 
should  be  Blois  and  Tours,  at  each  of 
which  three  or  five  days  should  be 
spent.  One  or  two  days  at  Orleans,  Am¬ 
boise,  Bourges,  and  Nevers.  The  other 
places  are  visited  as  one-day  excursions 
from  Tours  or  Blois.  Altogether  a  fort¬ 
night  is  sufficient  for  the  trip,  but  it 
can  be  done  in  eight  days. 

FOUR  DAYS’  TOUR  THROUGH 
“SAXON  SWITZERLAND!” — First  day: 
Dresden  to  Schandau  (train!  to  Pbtscha, 
walk  through  Uttewalder  Grund  to  Bas- 
tei,  car  r' age  through  Polenzthal  to 
Schandau).  Second  day:  Schandau  to 
Herrnskretschen  (carriage  to  Lieehen- 
stein,  walk  to  Kuhstall.  Winterberg, 
Prebischthor,  walk  or  carriage  to  Herrn¬ 
skretschen).  Third  day:  Herrnskret¬ 


schen  to  Bodenbach  (walk  through  ICd- 
mundsklamm  to  Rain wiese  and  Ditters- 
bach.  train  to  Tetschen  and  Bodenbach). 
Fourth  day :  Bodenbach  to  Konigstein 
<  walk  to  Schneeberg,  if  possible  to 
Thyssa,  to  Schweizermiilile  and  carriage 
to  Konigstein).  Train  or  steamer  back 
to  Dresden. 

TOUR  IN  SPAIN.— Route  :  Biarritz 
(Hotel  Victoria),  Burgos  (Hotel  del 
Norte  y  de  Londres),  El  Escorial  (Fon¬ 
da  Nueva),  Madrid  (Hotel  de  Paris), 
Cordova  (Hotel  Orient),  Seville  (Hotel 
de  Paris),  Cadiz  (Hotel  de  France), 
Tangier  (Hotel  Continental),  Gibraltar, 
for  Algegiras  (Hotel  Reina  Cristina). 
via  Bobadilla  to  Malaga  (Hotel  Re¬ 
gina)  ;  via  Bobadilla  to  Granada  (Ho¬ 
tel  Washington  Irving)  ;  via  Bobadilla, 
Cordova,  and  Alcazar,  to  Valencia  (Ho¬ 
tel  Roma),  Barcelona  (Gran  Hotel  Co¬ 
lon).  (Best  hotels). 


Visitors  to  Venice  will  now  have  the  pleas¬ 
ure  of  seeing  the  Campanile,  which  has  been 
restored  after  the  great  collapse  of  eight 
years  ago.  The  change,  however,  is  not 
altogether  a  pleasant  one,  as  the  Doge’s 
palace,  the  facade  of  St.  Mark’s,  and  the 
buildings  bordering  on  the  square  were  no 
longer  dwarfed  and  their  just  proportions 
could  be  admitted.  However,  the  salient 
point  of  the  view  of  Venice  from  the  sea  was 
tost  without  it,  so  that  on  the  whole  it  was 
the  part  of  wisdom  to  restore  it.  The  utmost 
care  was  taken  to  obtain  bricks  of  the  same 
size  and  color  as  those  in  the  old  structure, 
so  that  from  the  outside  the  Campanile  to 
the  Venetians  seems  identical  with  the  one 
it  replaces.  On  the  inside,  however,  cement 
and  iron  work  have  been  used  to  secure 
greater  lightness  and  cohesion.  If  in  course 
of  time  the  Campanile  should  give  way.  it 
will  not  crumble  in  a  heap  as  the  old  one  did, 
but  will  fall  in  a  solid  mass  and  will  inevi¬ 
tably  smash  whatever  is  in  its  way.  The 
graceful  Loggetta  of  Sansovino,  which  w  ill  still 
decorate  the  base  of  the  Campanile,  was  se¬ 
verely  injured  but  not  ground  to  pieces  w'hen 
the  tower  fell,  but  the  pieces  have  been  put 
together  with  that  patience  and  intelligence 
which  seem  to  be  the  natural  heritage  of 
these  gifted  people.  Only  one  of  the  bells  of 
St.  Mark  escaped  destruction.  The  other 
four  were  cast  again  at  the  expense  of  Pope 
Pius  X,  who  was  Patriarch  of  Venice  when 
the  Campanile  fell.  When  the  bells  were 
finished  they  were  taken  to  the  Campanile 
workyard  in  order  to  be  tuned.  As  soon  as 
the  music  of  the  chimes  was  heard,  from  lip 
to  lip  rang  the  cry  “The  bells  of  San  Mareo- 
rom!  The  bells  of  San  Marcoroml”,  and  in  a 
few' minutes  the  square  was  full  of  an  eager 
and  enthusiastic  crowd.  The  bells  wall  be 
ready  to  peal  their  welcome  on  St.  Mark’s  day 
in  1911.  The  Campanile  will  be  fully  com¬ 
pleted  by  that  time. 


Capri  should  be  visited  from  Naples  by 
boat.  Get  information  from  the  hotel.  The 
cost  of  a  trip  to  the  surrounding  points  from 
Naples,  including  the  sojourn  in  the  city 
should  not  exceed  $15.00. 


INDEX 


Adriatic* .  15 

Albatross* . 199 

Allan  Line . 228 

Allan  Line,  Montreal . 229 

“America’  ’* . 118 

American  Automobile  Asso¬ 
ciation . 399 

American  Line . 226 

American  Line,  Philadel¬ 
phia . 229 

Amsterdam* . 324 

Amsterdam* . 341 

Anchor  Line . 226 

Andernach* .  358 

Angular  Measure . .  .253 

Animals,  Transportation  of  92 
Animals  in  the  Atlantic*.  .  199 

Antwerp* . 282 

Apothecary’s  Liquid  Meas¬ 
ure.  . . .252 

Area  of  Principal  Countries245 

Arrival . .269 

Association,  Automobile..  .399 


Atlantic  Cable . .  .259 

Atlantic  Transport  Line..  .226 

Auction  Pool . 115 

Austria  R.  R . . . 300 

Austro- American  Line.  .  .  .226 
Automobile  Association.  .  .399 

Automobile  Club . 399 

Automobiling . 397 

Auxiliary  Engines . 164 

Avoirdupois  Weight . 253 


Baedeker’s  Guides. . . 

Baggage . 

Baggage  Excess . 

Baggage  in  Bond..  .  . 
Baggage  Insurance.  . 

Baggage  Labels . 

Baggage,  Hand . 

Bale* . 

Baltimore* . 

Barber* . 

Bargaining . 

Barometer . 

Baths . 

Bedding . 

Belgium,  R.  R.  in.  .  . 

Bell  Buoys* . 

Bells . 

Berlin* . 

Bicycles . 

Bicycle  Tours . 

Bilge  Pumps . 

Black’s  Guides . 

Boat  Signals* . 

Boats . 


. 489 

.  88 

.  91 

93 

.  92 

.  93 

.  95 

. 311 

. 240 

. Ill 

.  36 

. 184 

. Ill 

. 112 

. 300 

. 167 

. 231 

. 487 

..91,  430 

. 495 

. 165 

. 492 

. 207 

. 153 


Boats,  Launching  of* . 156 

Bond,  Baggage  in .  93 

Boston  Harbor* . 239 

Boston  Steamers.  .  .  . 228 

Boston  Steamship  Offices..  37 

Bottom  of  the  Sea . 175 

Boulogne* . 282 

Bremen* . 283 


Bridge . 151 

Bridge  of  “Lusitania”*. .  .180 

Bridges . 231 

Brussels* . 300 

Bulkhead  Doors,  Closing*.  155 

Bull  Board* . 125 

Buoys* . 194 


Cabin,  Second . 49 

Cable  Address  Registered  .  68 

Cable  and  Wireless  * .  82 

Cable  Information .  78 

Cable  Rates .  67 

Cable  Rates .  79 

Cablegrams,  Sending .  79 

Cables . 241 

Cables,  Submarine . 242 

Calais* . 322 

Calendar .  13 

Calendar,  French  Republic238 

Calendar,  Perpetual . 254 

Cameras.... .  66 

Camping  Kits* . 434 

Canterbury  Cathedral*.. .  .335 

Capstans . 165 

Casualties. .  .  . . 230 

Change  on  Shipboard . 102 

Channel  Course . 277 

Channel  Route . 275 

Chart* . 181 

Chart  Room* . 177 

Charts . 160 

Cherbourg* . 281 

Chester  Cathedral* . 334 

Chichester,  Cathedral*.  .  .  .333 

Children’s  Tickets . 299 

Chillon,  Castle  of* . 348 

Chronometer . 181 

Cigars . 135 

Cipher  Code .  68 

Circle  Sailing,  Great . 261 

Circular  Notes .  55 

Circular  Tickets . 297 

Cities,  Population  of . 247 

Clock  Dials* .  9 

Clothes  Pressing . 113 

Clothing .  64 

Club,  Automobile . 399 

Coins,  Foreign*.  .  .  .58,  59,  60 

Cologne* . . 311 

Columns . 231 

Coming  on  Board .  96 

Commerce  of  Principal 

Countries . 245 

Compass . 156 

Compass,  The* . 179 

Concerts . 117 

Coniston* . 339 

Consulates  in  TSTew  York.. .  39 

Continental  Ports* . 281 

Copenhagen* . 325 

Cost  of  European  Trip. ...  26 

Couriers .  16 

Credit,  Letters  of* .  53 

Cubic  Measure . 252 

Culinary  Department*. . .  .  103 


501 


Cunard  Line . 226 

Cunard  Line,  Boston . 228 

Currency,  European .  55 

Customs  in  France . 421 

Custom  House  Regulations286 
Customs,  United  States.  .  .288 
Customs  Duties,  United 

States . 287 

Cuxhaven* . 284 

Cycles  in  Europe . 430 

Cycle  Tours . 495 

Cyclones . 207 


Dark  Room .  67 

Date  Line* .  11 

Dead  Reckoning . 178 

Death  Abroad . 264 

Death  of  Passengers.' . 129 

Decimal  System* . 255 

Deck  Games . 115 

Deck  Quoits . 116 

Density  of  Population . 243 

Department  Store . 112 

“Deutschland”* .  24 

Dickens’,  London . 467 

Diligencs . 330 

Distance,  Sea . 248,  251 

Distance  Signals . 210 

Distress  Signals . 207 

Divine  Service . 114 

Dogs .  92 

Domes . 231 

Donaldson  Line . 229 

Dover* . 322 

Dry  Measure . 252 


Eddystone  Lighthouse*. .  .274 

Educational  Tours .  36 

Egyptian  Tours . 363 

Elevators* . 66 

Ely  Cathedral* . 332 

Engaging  Passage .  42 

Engine  Power  Compared*. 232 

Engine  Rooms* . 148,  149 

Engine  Telegraph* . 151 

Engines  and  Boilers . 150 

England,  Fees  at  Houses  in  5 
English,  Interesting  Facts 

About  the . 262 

English  R.  R . 318 

Equator,  Crossing  the*.. .  .  175 

Equipment  of  Vessels . 160 

European  Trip,  Cost  of.  .  .  26 

Excess  Baggage .  91 

Express  Cheques* .  62 

Express  Companies .  37 

Express  Rates .  94 


Fabre  Line . 226 

Fancy  Work . 113 

Fares,  Railroad . 295 

Fastnet  Light* . 269 

Fathom . 254 


Stars  indicate  illustrations 


502 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


Fees . 129 

Fees  at  Houses .  5 

Field  Glasses .  66 

Field  lee . 187 

Fire  Detector* . 160 

Fire  Precautions . 154 

Fishes  of  the  Deep  Sea*..  .  197 

Fishguard* . 102,  269 

Flag  Semaphoring* . 213 

Flags*. . . 203 

Floating  Palaces .  92 

Flowers . 112 

Fog  Signals . 159 

France,  Hotels  in . 371 

Frankfort* . 311 

French  Line . 226 

French  Railway  Systems* 

306-310 

French  Sovereigns . 267 

French  Tickets . 301 

Fuel  Supply* . 168 

Funds,.  Carrying  of .  55 

Funds  on  Board .  61 

Funnel  Marks . 240 

Furs .  95 


Galley,  The* . 104 

Genoa* . 285 

Geographical  Measure . 253 

“George  Washington”*...  .  138 

German  Sovereigns . 268 

Germany,  R.  R.  in . 311 

Glasgow* . 284 

Gloucester  Cathedral* . 333 

Golf  Clubs . 432 

Great  Britain,  Kings  and 

Queens  of . 265 

Great  Britain  R.  R . 318 

“God  Save  the  King"*..  .  .  121 
Grades  in  Army  and  Navy. 259 

Great  Circle  Sailing* . 189 

Guide  Book .  15 

Guide  Books . 489 

Gulf  Stream . 176 

Gun  Salutes . 258 

Gymnasium . 114,  167 


Hair  Dressing  and  Mani¬ 
curing  . Ill 

Hamburg* . 283 

Hamburg-American  Line.  .227 

Hampton  Court . 457 

Hat  Pool . 115 

Havre* . 281 

Health  Resorts,  Continen¬ 
tal . 258 

Heidelberg* . 357 

Hendschel’s  Telegraph. .  .*313 

Hiring  Automobiles . 397 

Hoboken,  How  to  go  to. .  .  .  41 

Hoek  Van  Holland* . 282 

Holland,  Trips  in . 341 

Holland- America  Line ....  227 

Holland,  Tour . 496 

Holyhead . 272 

Horizon,  Distance  of . 195 

Hotel  Coupons .  28 

Hotels . 366 

Hotels,  London . 444 

House  of  Lords . 262 

Household  Goods .  95 

Hudson  Tube  Route* . 293 

Hygiene  of  Ships . 161 


Ice,  Atlantic . 186 

Ice,  Transportation  of . 186 

Ice  Movements . 186 

Ice  Signals . 188 

Icebergs* . 187 

Independent  Tours .  31 

Independent  Traveling..  .  .  28 

International  Code* . 205 

International  Date  Line*. .  11 

Interpreters .  16 

Irish  R.  R . 318 

Italia  Line . 227 

Italian  Circular  Tours* 

350-352,  359 
Italian  R.  R . 324 


Jewish  Calendar .  14 


“Kaiser  Wilhelm  II”*. .35,  140 
Kaiserin  Auguste  Victoria*  42 

Kenilworth  Castle* . 338 

Kew . 457 

Kilometers  and  Miles . 257 

Kilometers-Miles . 404 

Kings  and  Queens  of  Eng¬ 
land . 265 

Kinsale,  Old  Head  of*.  .  .  .271 
Knighthood,  Orders  of.  .  .  .263 

Knot . 254 

Knots  and  Hitches . 197 

“Kronprinzessen  Cecilie”*.  29 


Lake  Districts . 338 

Land  Measure . 252 

Lanes  for  Atlantic  SteamerslSS 

Language .  31 

Language  Vocabulary .  17 

Laundry* . 368 

Laundry  at  Sea . 113 

Laundry  List . 369 

La  Veloce  Line . 227 

Lead,  The . 183 

Leipzig* . 311 

Letters  by  Pilot . Ill 

Letters  of  Credit* .  53 

Letters,  Sending .  62 

Leyland  Line . 228 

Lichfield  Cathedral  * . 338 

Life  Belts . 153 

Life  Rafts* . 165 

Life  Saving  Signals .......  207 

Lighthouses . 160 

Lights,  British* . 195 

Lightship* .  40 

Lincoln  Cathedral* . 333 

Linear  Measure . 252 

Liquid  Measure . 252 

Liverpool* . 273 

Livret-Chaix . 304 

Lloyd  Italiano  Line . 227 

Lloyd’s,  What  is? . 190 

Lloyd’s  Register . 190 

Log,  The . 179 

Log,  Electric* . 184 

London* . 435 

London,  Population . 247 

London,  Short  Trips  from. 337 

London,  Time  from . 319 

London  to  Glasgow . 336 

London  to  Liverpool . 331 

London-Paris . 321-323 

London  to  Queenstown.. .  .335 
Lookout* .  1 


Lounge* .  63 

“Lusitania”* .  7 


Madrid* . 326 

Marconi  Chart* . .  .’  87 

Marconi  System .  86 

Marine  Telegraph .  81 

Marriages .  31 

“Marseillaise”* . 123 

Meal  Hours  at  Sea . j 102 

Medicines .  8 

Menus . !  . .  105 

Merchant  Marine* . 218 

Mersey,  The* . 173 

Metric  System* . 254 

Mile,  Nautical . 254 

Money  by  Telegraph .  79 

Morse  Code* . 216 

Morse  Telegraph . 158 

Motor  Tours . 495 

Murray’s  Guides . 490 

Music . .’...117 


Naples* . 285 

Nautical  Almanac . 181 

Nautical  Charts . 1S3 

Nautical  Instruments . 156 

Nautical  Terms* . 194 

Navigation . 178 

Navigazione  Generate 

Italiana  Line . 227 

Needles* . 279 

New  England  Names . 365 

New  York,  Arrival  at . 291 

New  York  Harbor* . 291 

Newfoundland  Banks . 175 

Newspaper,  Daily . 113 

Night  Letters .  81 

Night  Signals . 212 

North  German  Line,  Balti¬ 
more . 229 

North  German  Lloyd,  N  .  Y.227 

North  German  Lloyd,  Gal¬ 
veston . 229 

Norway  and  Sweden  R.  R.325 

Nurse . 129 


Observations . 180 

Observations,  How  Taken*182 
Ocean  and  Navigation.  .  .  .  175 

Ocean  Climbing . 191 

Ocean  Rates. .  51 

Oceanographic  Museum.  .  .316 

Office  Buildings . 231 

Oil  at  Sea . 191 

Oil  for  Waves . 156 

“Olympic”* . 137 

Operator,  Wireless .  89 

Orient,  Tours  in . 362 


Packages  on  Steamer . 101 

Panama  Route . 244 

Pantry* . 105 

Paris* . 469 

Paris  Newspapers .  12 

Passengers,  Departures  of. 237 
Passengers,  Number 

Landed  in  New  York.  .  .  47 
Passengers  from  New  York239 
Passengers  of  the  Ship.  ...  171 

Passengers’  Quarters .  97 

Passports .  25 


SCIENTIFIC  AMERICAN  HANDBOOK  OF  TRAVEL 


503 


Peerage . 262 

PersonallyConductedTours  34 

Personnel  of  Ship . 169 

Philadelphia* . 240 

Photographs . 259 

Pier  Permits*. . .  40 

Piers,  Steamship .  38 

Pillow  Fight* . 130 

Pilot  Signals . 158 

Planning  the  Trip .  1 

Plans .  92 

Plimsoll  Mark* . 196 

Popes  of  Rome . 268 

Population  of  Principal 

Countries . 245 

Population  of  World . 243 

Porters’  Fees . 300 

Portland  Harbor* . 238 

Ports,  Table  of . 259 

Ports  of  Call. . . 48 

Postal  Rates  in  Great  Brit¬ 
ain . 260 

Postal  Regulations,  British466 

Post  Cards . 258 

Precedence,  Table  of . 262 

Prepaid  Tickets* .  44 

Presidents  of  the  United 

States . 267 

Promenade  Deck* . 131 

Plymouth* . 275 

Plymouth  Express* . 275 

Plymouth  Harbor* . 277 


Queenstown* . 269 

Quoits* . 117 


Railroad  Speed  in  England244 

Railroads  of  World . 243 

Railway  Offices .  37 

Railway  Tickets . 295 

Rates,  Ocean .  51 

Reading,  Preliminary .  15 

Reading  Matter. . . . 112 

Records,  Steamship . 230 

Red  Star,  Philadelphia.. .  .229 

Red  Star  Line . 228 

Reichs  Kursbach* . 314 

Reply  Coupons . 261 

Restaurant  Cars . 301 

Repair  Shop. .  ._ . 165 

Reversing  Engines . 165 

Rhine  Trips . 356 

Ritz-Carleton  Menu* . 109 

Ritz-Carleton  Restaurants*  27 

Rome* . 285 

Rotterdam* . .283 

Royal  Family,  Annuities  of264 

Rudder . 150 

Rugs .  66 

"Rule  Britannia”* . 122 

Rundreise  Tickets . 312 

Rundreise  Tickets  from 

Paris . 355 

Russia,  R.  R.  in . 325 


Safety  at  Sea . 148 

Sailing  Vessels,  Rigs  of*  .  .  192 

Sails* .  1 

St.  Moritz* . 347 

San  Francisco* . 241 

Sargasso  Sea . 178 

Scandinavian  American..  .228 
Scotland,  Sovereigns  of...  .265 


Sea  Legs,  Getting  One’s..  .  128 

Sea  Post  Office* . 133 

Sea  Sickness . 126 

Sea  Trip,  Benefit  of .  4 

Sea  Water. . .  ._ . 175 

Season  and  Climate .  1 

Seats  at  Table* . 100 

Seattle* . 240 

Second  Cabin .  49 

Section  of  Steamer* . 140 

Semaphore,  Fixed* . 209 

Semaphore,  Movable* . 215 

Semaphores . 209 

Sextant,  The . 180 

Shaft  Alley* . 152 

Ship,  The . 136 

Ship,  Construction  of  the*.  138 
Ship  Design,  Principles  of.  136 

Ships’  Lights . 161 

Shuffle  Board* . 116,  127 

Sight-Seeing,  Cost  of .  28 

Signals,  Engine  Room . 183 

Sleeping  Cars . 302 

Smoking  Room . ll’O 

Sound  Signals . 210 

Southampton* . 279 

Spain,  R.  R.  in . 326 

Spain  and  Portugal . 361 

Speed  of  Vessels . 223 

Speed,  R.  R . 316 

Spires . 231 

Sports . 430 

"Star  Spangled  Banner”*  .  1 19 

Starboard  and  Port . 196 

Starting  Platform* . 147 

Staterooms .  97 

Steam  Vessels,  United 

States . 225 

Steamboats,  First. ......  .224 

Steamer  Chairs* . 101 

Steamer  Trunks .  66 

Steamers,  The  Chief  Fast.  .221 
Steamers,  Large  and  Fast .  223 

Steamers,  Largest . 225 

Steamers,  New  York . 226 

Steamship  Builders . 174 

Steamship  Co.  Checks*. ..  .  61 

Steamship  History . 220 

Steamship  Offices .  37 

Steamship  Owners* . 217 

Steamship  Piers .  38 

Steamship  Records . 230 

Steerage . . .  50 

Steering  Engine* . 154 

Steering  Gear . 165 

Stock  Reports . 1 13 

Stokehole* . 146 

Storage  Charges .  94 

Storage  of  Baggage .  92 

Submarine  Bell* . 159,  164 

Submarine  Signals . 210 

Supplies  of  Steamers *23 3-23 6 

Swiss  Hotels . 367 

Swiss  Railways . 326 


Telegraph  Information. ...  78 

Telegraph  Rates .  80 

Temperature,  Mean .  6 

Tender,  Queenstown* . 271 

Terminal  Ports .  48 

Tern*.. . . t . 202 

Thermometer  Scales .  4 

Third  Class  Accommoda¬ 
tions .  50 

Thompson  Line . 229 


Tjckets* .  43 

Tickets . 295 

Time . 8,  253,  257 

Time,  Change  of . 102 

Time,  Running . 298 

Time  Tables . 303 

Tonnage . 219 

Tours.  % . 331 

Tours,  Educational .  36 

Tours,  Fifty . 343 

Tours,  Grand .  32 

Tours,  Independent .  31 

Tours,  Personally  Con¬ 
ducted .  34 

Towers . 231 

Trans-Siberian . 325 

Travelling  Kits* . 433 

Trinity  House . 196 

Triptiques* .  403,  407 

Troy  Weight . 253 

Trunks,  Steamer .  66 

Tunnels . 243,  261 

Turbine,  Development  of 

the* . 144 

Turbine  Engines . 244 

Turning  Engines . 165 

Twenty-four  Hour  Time*..  10 
Typewriter. . . . 114 


United  Kingdom,  Kings 

and  Queens  of . 266 

United  Wireless .  88 


Valuables* . . . 100 

Ventilation  of  Ships . 161 

Vessels,  Development  of*.  145 

Vessels,  Large..  .  . . 222 

Visiting  Steamships .  41 

Vocabulary .  17 

Voyage .  96 


"Wacht  Am  Rhein”* . 125 

Walking  Tour . 496 

"Watch  on  the  Rhine”*.. .  125 

Water,  Drinking .  8 

Waterloo* . 354 

Waves,  Height  of . 191 

Weather  Bureau* .........  208 

Weights  and  Measures. .  .  .252 

Wells  Cathedral* . 331-332 

Welsh  Sovereigns  and 

Princes . 267 

Whales* . 200 

Wheel* . 153 

White  Star-Dominion . 229 

White  Star  Line . 228 

White  Star  Line,  Boston... 229 

"Wigwagging”* . 166 

Winches . 165 

Winchester  Cathedra’*. . .  .334 

Wireless . 158 

Wireless  Information* .  86 

Wireless  Stations* .  85 

Wireless  Telegraph*  . 83 

Wonders  of  the  World, 

Seven . 268 

Worcester  Cathedral* . 332 

Work  of  the  Ship . 167 

World.  Around  the . 239 

World,  Around  the,  Trips. 363 
Writing  Materials . 113 


York  Minster* . 333 


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